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4l80e GM PDF
4l80e GM PDF
HYDRA-MATIC
CONTENTS
INTRODUCTION ..................................................................................... 3
2
PREFACE
All information contained in this book is based on the latest data available
at the time of publication approval. The right is reserved to make product or
publication changes, at any time, without notice.
No part of any GM Powertrain publication may be reproduced, stored
in any retrieval system or transmitted in any form or by any means,
including but not limited to electronic, mechanical, photocopying,
recording or otherwise, without the prior written permission of
Powertrain Group of General Motors Corporation. This includes all
text, illustrations, tables and charts.
1
INTRODUCTION
The Hydra-matic 4L80-E Technicians Guide is as it applies components or shifts valves in the system.
another Powertrain publication from the Technicians Facing this partial page is a hydraulic schematic that
Guide series of books. The purpose of this shows the position of valves, checkballs, etc., as they
publication, as is the case with other Technicians function in a specific gear range.
Guides, is to provide complete information on the
theoretical operating characteristics of this The third major section of this book displays the
transmission. Operational theories of the mechanical, Complete Hydraulic Circuit for specific gear
hydraulic and electrical components are presented in ranges. Fold-out pages containing fluid flow
a sequential and functional order to better explain schematics and two dimensional illustrations of major
their operation as part of the system. components graphically display hydraulic circuits.
This information is extremely useful when tracing
In the first section of this book entitled Principles fluid circuits for learning or diagnosis purposes.
of Operation, exacting explanations of the major
components and their functions are presented. In The Appendix section of this book provides
every situation possible, text describes component additional transmission information regarding
operation during the apply and release cycle as well lubrication circuits, seal locations, illustrated parts
as situations where it has no effect at all. The lists and more. Although this information is available
descriptive text is then supported by numerous in current model year Service Manuals, its inclusion
graphic illustrations to further emphasize the provides for a quick reference guide that is useful to
operational theories presented. the technician.
The second major section entitled Power Flow, Production of the Hydra-matic 4L80-E Technicians
blends the information presented in the Principles of Guide was made possible through the combined
Operation section into the complete transmission efforts of many staff areas within the General Motors
assembly. The transfer of torque from the engine Powertrain Division. As a result, the Hydra-matic
through the transmission is graphically displayed on a 4L80-E Technicians Guide was written to provide
full page while a narrative description is provided on the user with the most current, concise and usable
a facing half page. The opposite side of the half page information available regarding this product.
contains the narrative description of the hydraulic fluid
3
HOW TO USE THIS BOOK
First time users of this book may find the page layout specific fluid circuits that enable the mechanical
a little unusual or perhaps confusing. However, with components to operate. The mechanical power
a minimal amount of exposure to this format its flow is graphically displayed on a full size page
usefulness becomes more obvious. If you are and is followed by a half page of descriptive text.
unfamiliar with this publication, the following The opposite side of the half page contains the
guidelines are helpful in understanding the functional narrative description of the hydraulic fluid as it
intent for the various page layouts: applies components or moves valves in the system.
Facing this partial page is a hydraulic schematic
Read the following section, Understanding the which shows the position of valves, ball check
Graphics to know how the graphic illustrations valves, etc., as they function in a specific gear
are used, particularly as they relate to the range. Also, located at the bottom of each half
mechanical power flow and hydraulic controls page is a reference to the Complete Hydraulic
(see Understanding the Graphics page 6). Circuit section that follows.
Unfold the cutaway illustration of the Hydra- The Complete Hydraulic Circuits section
matic 4L80-E (page 8) and refer to it as you (beginning on page 75) details the entire hydraulic
progress through each major section. This system. This is accomplished by using a fold-out
cutaway provides a quick reference of component circuit schematic with a facing page two
location inside the transmission assembly and dimensional fold-out drawing of each component.
their relationship to other components. The circuit schematics and component drawings
display only the fluid passages for that specific
The Principles of Operation section (beginning on operating range.
page 9A) presents information regarding the major
apply components and hydraulic control Finally, the Appendix section contains a schematic
components used in this transmission. This section of the lubrication flow through the transmission,
describes how specific components work and disassembled view parts lists and transmission
interfaces with the sections that follow. specifications. This information has been included
to provide the user with convenient reference
The Power Flow section (beginning on page 47) information published in the appropriate vehicle
presents the mechanical and hydraulic functions Service Manuals. Since component parts lists
corresponding to specific gear ranges. This and specifications may change over time, this
section builds on the information presented in the information should be verified with Service
Principles of Operation section by showing Manual information.
4
HOW TO USE THIS BOOK
LARGE CUTAWAY VIEW HALF PAGE TEXT FOR EASY RANGE REFERENCE CHART
OF TRANSAXLE REFERENCE TO BOTH PAGES
(FOLDOUT)
RK )
PA nning
u
eR
gin
(En
(P)
Park l
PARK the e oi PARK
r in th
HYDRA-MATIC 4L80-E leve fromwing: (Engine Running)
(Engine Running) ctor sure follo
1 2c 2d 3
sele pres the g-
POWER FROM OVERDRIVE OVERDRIVE OVERDRIVE 4 the line ed to 8): Re)
OIL PUMP OVERDRIVE FOURTH OVERRUN OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW REACTION REAR OUTPUT TORQUE ROLLER CARRIER INTERNAL POWERFLOW ith n,
W sitio rect Valve( essu21 re
CLUTCH PINION GEARS GEAR TERMINATED
po p is di lator (line prion
CONVERTER
ASSEMBLY ROLLER CLUTCH CLUTCH CARRIER CLUTCH CLUTCH CLUTCH SPRAG ROLLER CARRIER INTERNAL CARRIER (1) (512) (518) DRIVEN
(4) CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH CLUTCH ASSEMBLY GEAR ASSEMBLY HOLDING HELD
pum re Reguoutputnsmissmp
ASSEMBLY (523533) (504511) (514) (601616) (616623) (629640) ASSEMBLY ASSEMBLY (651) (666) (661) su mp tra pu 4
(512) (624) (644) Preses pu to the hen mand
ulat rdingents. Wthe defrom
CONVERTER NO POWER
accoirem ceeds, fluidr
requut ex sure lato
CASE
PUMP outp e presre regu
TRANSMITTED TO
PRND43
EXTENSION DIFFERENTIAL
ASSEMBLY ASSEMBLY of linpressu
(19) the MANUAL 2-1
FBA
BAND SERVO
(5560)
STATOR
ROLLER
CLUTCH
ASSEMBLY ACTR FD
1
DRIVE
PRN
MANUAL VALVE
ACTUATOR FEED
HELD
PRND4
PRN
PRND43
D 21
LINE
LO
PRND4
REVERSE
D321
FILTER
P RND (317)
LUBE
D
2
1 LUBE
REAR
OVERDRIVE PIPE
CARRIER
OVERDRIVE PINION GEARS (39)
SUN TURBINE FILTERED ACTUATOR FEED
OVERRUN HELD AIR
GEAR SHAFT 20
TORQUE PUMP CLUTCH BLEED
PRND43
(502)
OUTPUT ASSEMBLY HOUSING (210)
1-2 SIGNAL
CONVERTER
SHAFT ASSEMBLY (4) (504)
2-3 DRIVE
(1) PRESSURE
(671)
DRIVE
TAP (24)
PRND43
REV
REV
TURBINE ACTR FD
LINE
2
EX
SHAFT 1-2 SOL
(502) 1-2 SHIFT VALVE EX
OUTPUT N.O. ON
LO
ORIFICE CUP PLUG (236)
SPEED
1-2 SIGNAL
OVERDRIVE LINE
SENSOR REVERSE
PRESSURE REG
CASE TFP
REV ALL LO
CARRIER PRND43
ASSEMBLY SWITCH
PRND4
SWITCHES
ASSEMBLY OVERDRIVE ASSEMBLY SUCTION
N.O. 2-3 SIGNAL
CLUTCH ACTUATOR FEED
CONV FD
DRIVE
(512)
HOLDING
PARKING
19
EX PRND4
PAWL
PRN
REVERSE
ACTUATOR FEED
(703)
LINE
BOOST
4
2-3 SIGNAL
2-3 SIGNAL
ORIFICED ACTUATOR FEED
2-3 DRIVE
ORIFICED EX
5
TORQUE
1-2 SIGNAL
ACT FD LIMIT
PRND4
EX
CONVERTER CONVERTER
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
ASSEMBLY SUN GEAR HUB
LINE 2-3 SOL
(1) (650) OUTPUT 2-3 SHIFT VALVE EX
SHAFT N.O. OFF
EX
OUTPUT
FBA
4TH CL FD
PRN
CARRIER ASSEMBLY
TORQUE SIGNAL
TORQUE SIGNAL 3RD CLUTCH FEED
ASSEMBLY (671)
SUN GEAR HELD
(661)
3
FORWARD
SHAFT CLUTCH
HELD PRN PRN
(649) HOUSING
(602)
LINE
TURBINE
SHAFT LOW AND
SIGNAL
ACTUATOR FEED
1-2 SIG
(502) REVERSE 4TH CL FD
FILTER
TORQUE
BAND FILTERED ACTR FD
(302) PRN
ASSEMBLY CO
MP 3-4 SHIFT
(657) LE
TE
PRESSURE
PARKING CONTROL 5
PAWL HY SOLENOID 15
EX
(703)
50 PA AULI
PRESSURE SHIFT SHAFT SPEED MANUAL 2-1 CONTROL PARKING PAWL ENGAGED B GE C
76 CIR
PRESSURE CONVERTER CONVERTER CONTROL OIL FILTER DETENT LEVER MANUAL SENSOR BAND VALVE ACTUATOR MAIN OVERDRIVE PARKING PAWL CU
PARKING PAWL
PLATE TURBINE STATOR SOLENOID PAN ASSEMBLY ASSEMBLY SHIFT SHAFT ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY SHAFT INTERNAL ACTUATOR RETURN SPRING
IT
ASSEMBLY ASSEMBLY ASSEMBLY (320) (28) (31) (711) (708) (22) (628) (44) (710) (662) GEAR ASSEMBLY (705)
DRIVEN (710)
Figure 46 Figure 47
8 Figure 6 50 51
PAGE NUMBER
FOR REFERENCE TO
FLUID FLOW SCHEMATIC
RK g)
PA nnin
e Ru
gin
(En (P)
Park l
(Engine Running) the e oi
PARK PARK
r in th (Engine Running)
;;;;
leve fromwing:
;;; ;;;
sele pres the
;;;;
(9)
g-
;;;; ;;
the line ed to 8): Re)
(208) (237)
TORQUE OVERRUN CLUTCH 4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE 48
ith 21
W sition, rect Valve( essu re (239)
;;;
;;;;;;;
;; ;;;;;;;;
;; ;;
CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
;;;;
48 (236)
po p is di lator (line prion
48
(1) (504511) (523533) (602616) (616623) & CENTER SUPPORT 47
47 48 7
(210)
7 48
;;;
;;;;;;;
;;
;;;
;;; ;; ;;
;;
;;;;;
(629640)
pum re Reguoutputnsmissmp
45
;;;; ;
;;; ; ;;
48
;;;;
2 7 8 2
45 48 (8)
su mp tra pu
2 9 8 2 45
9 8
Preses pu to thWe hen mand
8 47
;;;;;;;;
45 8
;;;
;;; ;;
;;;;; ; ;; ;
12 12 45
ulat rdingents. the defrom
;;;;
2 9 9 2
accoirem ceeds, fluidr
;;;;;;;;
;;
;; ;; ; ;
;;;;;
;;; ;;;
1 2 12 2 12
10 49 12 12
;;;; ;;;
;; ;
10
;;;;
8 7
;; ;;; ;
10
FRONT LUBE
12
REVERSE
49 12 19 13
13
of linpressu
49
APPLY/RETURN
DRIVE DRIVE 29 11
11 45
;;;;
the
;;;; ;;;;
3RD/REVERSE 11
40 (90)
3 3 49
1
1
CENTER LUBE
OVERRUN CLUTCH
1
RELEASE
2 1 1
REVERSE
LUBE
;; ; ;;
2
;;;;
30 30
ER
3RD/REV
43 43
CENT
2
DRIVE
45
47
30
29
47 47 29 40
14
14
;;;;
29 45 14
3 2 19 30 3
47
45
47 43 19 43
ER 47 3
COOLER
COOL
43 2 40
30
14 2
;;;;
CENTER LUBE 40
14 3
2ND CL
2ND CL
3 2 19 43 43 2
;;
30 40 3 2 19 43 14
ACCUM ACCUMULATOR
CENTER LUBE
PIPE CONNECTOR
ACCUM
#10 #1 #8
ACCUMULATOR HOUSING (51) EX
(90) 2ND ACCUM
3RD CL FD
ACCUM
3RD ACCUMULATOR
ACCUM
4TH CL
ACCUMULATOR
4TH
ACCUMULATOR
FBA
1 2d 44a
3RD CL
42
4TH CL
2 44
#6 #5 #10 #8 #3 #2 #3
PRND43
42c
CENTER LUBE 1 23 47 47
47
REAR BAND APPLY
41 41a 42d 32
FILTER 38
33a
26c
26f
26
26j
ORIFICE
26d
26e
16b
33b
16a 2
26i
(75)
ORIFICE
2ND CLUTCH
39 39d
4TH CLUTCH
CUP PLUG 14 47
14d
34a
31a
16a
41a
37b
37e
34b
FBA 31d
26g
26h
35a
28a
14c
34c
33c
37f
8 9 10 11 12 47 42
17a
13 14 41
CUP PLUG (237) 47 16 39 47 28
38
38
32
32
37c
37d
34
34
31c
31b
28
28
41
MANUAL 2-1
43e
#4 5c 47
FRONT LUBE
16 47
(208) EX EX LOW & REVERSE 39e
CASE (7)
14
20e 2b 5b 37 47
(5560) BAND SERVO 20 2 5 14a 20f 20a 47
D 21
D 21
D 21
PRN
14
5 43d 34 47
CO (6174) 14 22 22a 43c 22b 26 17
7 43 19a 43e
IT 43 (39) 14
4TH CL FD
37a 19 38
CON 3RD CL ORIF EX ORIFICED EX 46a 45 EX 43 39a/40 39c
19b 20c/21 20d/22 30 26 35
34
REG V FD 15 1 42b 16 36
4TH CL
3RD CL
19 37
ACCUMULATOR 18a 45 5 2
26b
2-3 DRIVE
EX 3RD/REV 45 45b
18 2a
C
24 37 24
FILTERED 2-3 DRIVE
REV #9
43h 2 3b/4
DRIVE
EN
31a
COOLER
33 11 33c
6
31b 12 37
33 21 31
LE ACCUM 3-4 SHIFT 31 3 33b/34
AB
PRND43
43g 3 42 42a 36a 43
AB 36b
TORQUE SIGNAL
AIR 35 36
42a
#11 16 3 36 10 23a 42
C EN
L
PRN 3a
BLEED 23/24c 17
OVERRUN CLUTCH 5 (75) 5 31c 24a 34 41 18 45 23 46 5
DRIVE
(210)
FRONT BAND APPLY
AS RN 24 44 45a 18
C SI ACTUATOR FEED PRND4
LINE 5d 18b 22
23
LE
43 22
RE RETUE
40 34 15 47 47 47 50
TC 4TH CLUTCH FEED 34b 43f
36b
ORIFICE 40 #9 39 42
Y/ IV LUBE 40 31 40a 43g
TC
23a
PRND4
LINE
PRND4
46a/45 19
#5 26c/38 26e/32 21
3RD CLUTCH FEED 30 31d 34c 16 43h 45
PRESSURE REG
22b
(236) 24 19
45
EX
47
2-3 SIGNAL
30
EX
EX
FR #6 6
PUMP ASSEMBLY (4) 9 21
AB
26 26 22
D21
RBA
2-3 SIGNAL 17
D 21
REV
26d/38
20
1-2 SIGNAL
5 43 23 22
EX
LINE 43
LE
TCC SIGNAL
14 2
CONV CLUTCH SHIFT
EX EX
LINE
43
18
49
47 26j/28
TCC SIGNAL
12
14
4 14 26i/28
CONV FD FILTERED 2-3 DRIVE 2-3 SIGNAL
TCC SIGNAL
22 20d 37 (302) 16
PRN
24 43 19 41 47
REL 45
EX
FBA
38a
32
(323) 47
COOLER 3a OFF (317)
43b REV 18
H
47 47
LINE
33
ACTR FD
LINE
REVERSE
REV
43c
2-3 SIG
3-
REGULATED APPLY
APP/RET
BOOST
3
4
2-3 DRIVE CC
A
3b 4
20 #7
REG APPLY 44
FILT ACTR FD
44
ACTR FD
1-2 SIGNAL
LINE 2c 21 20c M 2 42 2
EX
13 (90) 42
)8(
TORQUE SIGNAL 1-2 SOL ACCUMULATOR CASE (7)
35
14a
PUMP REVERSE (Case Side)
PRND43
ACTR FD
TCC SIGNAL
O
BODY
1-2 SHIFT VALVE EX HOUSING (51) (Control Valve Body Side) 41
V
PRESSURE RR 12 41 42
(203) 39
TORQUE SIG
14b FILTER 39
DRIVE
CONTROL N.O. ON U 41 41
N
(302) 42
TORQUE SIGNAL LINE
2b SOLENOID 39 41
REV 1-2 SIGNAL 16
FILTERED ACTR FD
VALVE (320) 16
37
PRN
EX
39
D 21
16
ACTUATOR FEED
ACTR FD
5c 20
LINE
ACTUATOR FD
5
FILTERED ACTR FD
20 5 5
EX
V
EX
TCC SIGNAL
DRIVE
RU
DRIVE N 22 43 22 43 20 22 43 43
5
D2
20b CL 14 43 14 5 20
REGULATED APPLY MANUAL VALVE U 43 43 22
CASE (7)
TC 43 43 43
21
H 20 20
19 21 22
REVERSE
19d 24
19
PRND43
LINE
42 42
LO
PRND4
PRND4
REVERSE
OIL COOLER 39 39
D321
39
TCC SIGNAL
40
DRIVE
19
PIPE CONNECTOR 19
PRND43
45
3-
37 18 46
37
LUBE
(8) 18
DRIVE
2
18
LO
20f D 2 33 2
SI
2 24 2 34 19
2 31 23
PRND4
PRND43 3 33 31 23
G
4 33
1
N
36
RBA
PUMP 36 36 36
A
LUBE
REAR
20e 42 42
NOTE:
L
COVER
PIPE TFP
DRIVE
(206) REV LO 3 31
REVERSE
ALL
37 24 3 31
2d LINE #7 PRND43 37
LO
N.O. 5
RBA 25 5 45 5 6 45 24
PRND4 DRIVE 35 43 25
43
42b LO LO 34 31 34 31
40 45
40
OIL REV
30
26
34 43
26 46
34 43 - NON FUNCTIONAL HOLES
LINE
26 30
DRIVE
38
PRESSURES PAN PRND4 18a 26
26 HAVE BEEN REMOVED FROM
26
32
(28) DRIVE
SUCTION
ACTUATOR FEED
26
INTAKE & DECREASE (SUCTION) 17 27 17 COMPONENT DRAWINGS TO
ASSEMBLY 34 26 34
40
40
14 28
14
40a
39d
43a
19b
39e
42d
39c
42c
(31) 37
5a
14
14 26 26
SOLENOID SIGNAL "ON" (24) GASKET (48) 38 32 38 32
LO
CASE (7) 47 47
HAVE CASE SIDE
ACTUATOR FEED REVERSE REVERSE GASKET (47) GASKET (48) GASKET (45) - EXHAUST FLUID NOT SHOWN
TORQUE SIGNAL DRIVE DRIVE (Accumulator Housing to Spacer Plate) (Case to Spacer Plate) (Spacer Plate to Control Valve Body)
Figure 74 Figure 75
76 FOLDOUT 77
Figure 1 5
UNDERSTANDING THE GRAPHICS
CASE
ASSEMBLY
(7)
OIL FILTER
ASSEMBLY
(31)
OIL PAN
(28)
Figure 2
The flow of transmission fluid starts in the bottom A graphic schematic representation that displays
pan and is drawn through the filter, case assembly and valves, ball check valves, orifices and so forth,
into the oil pump assembly. This is a basic concept of required for the proper function of transmission in
fluid flow that can be understood by reviewing the a specific gear range. In the schematic drawings,
illustrations provided in Figure 2. However, fluid may fluid circuits are represented by straight lines and
pass between the control valve body, spacer plate, orifices are represented by indentations in a circuit.
case and other components many times before reaching All circuits are labeled and color coded to provide
a valve or applying a clutch. For this reason, the reference points between the schematic drawing
graphics are designed to show the exact location where and the two dimensional line drawing of the
fluid passes through a component and into other components.
passages for specific gear range operation.
Figure 4 (page 7B) provides an illustration of a
To provide a better understanding of fluid flow in typical valve, bushing and valve train components.
the Hydra-matic 4L80-E transmission, the A brief description of valve operation is also
components involved with hydraulic control and fluid provided to support the illustration.
flow are illustrated in three major formats. Figure 3
provides an example of these formats which are: Figure 5 (page 7B) provides a color coded chart
that references different fluid pressures used to
A three dimensional line drawing of the component
operate the hydraulic control systems. A brief
for easier part identification.
description of how fluid pressures affect valve
A two dimensional line drawing of the component operation is also provided.
to indicate fluid passages and orifices.
6
UNDERSTANDING THE GRAPHICS
TORQUE
;;;; OVERRUN CLUTCH 4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE
;;;;
CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY SPACER PLATE
(1) (504511) (523533) (602616) (616623) & CENTER SUPPORT
CASE SIDE
;;;;
(629640)
GASKET
;;;;
GASKET (48) SPACER
(47)
;;;;
FRONT LUBE
PLATE
REVERSE
(46)
;;;;
APPLY/RETURN
DRIVE DRIVE
3RD/REVERSE
GASKET
;;;;
CENTER LUBE
OVERRUN CLUTCH
RELEASE
E
(45)
REVERSE
LUB
TER
3RD/REV
CEN
DRIVE
;;;;
LER
VAL
ALVE
VE BODY
;;;;
COOLER
COO
CENTER LUBE
SPACER
SPACER
2ND CL
2ND CL
2-3 DRIVE 2-3 DRIVE 2-3 DRIVE
ACCUM ACCUMULATOR
CENTER LUBE
REAR 4TH CLUTCH
PLATE
PLA TE
ACCUMULATOR
FRONT BAND APPLY
3RD/REVERSE
OIL COOLER ACCUMULATOR GASKET (47)
REVERSE
PIPE CONNECTOR
ACCUM
ACCUMULATOR HOUSING (51) EX
(90) 2ND ACCUM
3RD CL FD
ACCUM
3RD ACCUMULATOR
ACCUM
(23)
4TH CL
ACCUMULATOR
4TH
ACCUMULATOR
FBA
3RD CL
4TH CL
#6 #5 #10 #8 #3 #2
PRND43
CENTER LUBE
33a
26c
26f
26j
ORIFICE
26d
26e
16b
33b
26i
(75)
ORIFICE
2ND CLUTCH
4TH CLUTCH
CUP PLUG
14d
34a
31a
16a
41a
37b
37e
34b
FBA 31d
26g
26h
35a
28a
14c
34c
33c
37f
8 9 10 11 12
17a
13 14
CUP PLUG (237)
38
38
32
32
37c
37d
34
34
31c
31b
28
28
41
MANUAL 2-1
43e
FRONT LUBE
(208) EX EX LOW & REVERSE
CASE (7)
BAND SERVO
RELEASE
(5560) BAND SERVO
D 21
D 21
D 21
PRN
CO (6174)
4TH ACCUM 3RD ACCUM
NV 4TH CL FD 36a
L IMIT 7 TORQUE SIG 4TH CLUTCH
4TH CL FD
37a 19
CON 3RD CL ORIF EX ORIFICED EX 46a 45 EX
REG V FD 15
4TH CL
3RD CL
EX 19a DRIVE 3RD CL FD
26b
2-3 DRIVE
EX 3RD/REV
B PRND43 43g
NA
TORQUE SIGNAL
AIR
42a
#11 16
CE
L
PRN
TC BLEED 5 LO ACTR FD
1-2 SIGNAL
43f
OVERRUN CLUTCH
DRIVE
(210)
CS ACTUATOR FEED PRND4
LE LINE 5d 18b
36b
Y ORIFICE
TC
LO
23a
PRND4
LINE
PRND4
CUP PLUG
AP D ONT
C
PRESSURE REG
22b
FR (236)
EX
2-3 SIGNAL
EX
EX
PUMP ASSEMBLY (4)
A
D21
RBA
2-3 SIGNAL 17
D 21
REV
1-2 SIGNAL
BL
EX
LINE
2a 24c 23
E
SUCTION
2-3 SOL
REG CONV FD
TCC SIGNAL
30a 24b #4
CONV CLUTCH SHIFT
23
EX EX 2-3 SHIFT VALVE EX
LINE
45b
LINE
18
49
TCC SIGNAL
4
CONV FD FILTERED 2-3 DRIVE 2-3 SIGNAL
TCC SIGNAL
22 20d
PRN
24
REL
EX
FBA
TCC (PWM) 19
25a ACTUATOR FEED
8
CASE SIDE
VALVE EX TCC REG
ACTUATOR FEED
5b
EX (323)
COOLER 3a OFF
43b REV
LINE
ACTR FD
REVERSE
LINE 43c REV
2-3 SIG
APP/RET REGULATED APPLY
BOOST
3
ORIFICED REG APPLY 2-3 DRIVE
REV
3b 4
20
REG APPLY
FILT ACTR FD
2ND CLUTCH
ACTR FD
1-2 SIGNAL
21 20c
LINE
2c
EX
TORQUE SIGNAL
1-2 SOL
14a
REVERSE
PUMP
PRND43
ACTR FD
TCC SIGNAL 2
BODY
PRESSURE 1-2 SHIFT VALVE EX
(203)
TORQUE SIG
14b FILTER
DRIVE
CONTROL N.O. ON
(302)
TORQUE SIGNAL LINE
2b SOLENOID
REV 1-2 SIGNAL
FILTERED ACTR FD
VALVE (320)
PRN
EX
D 21
ACTUATOR FEED
ACTR FD
5c
LINE
ACTUATOR FD
FILTERED ACTR FD
EX
EX
FILTERED ACTUATOR FEED 20a
TCC SIGNAL
DRIVE
DRIVE
20b
REGULATED APPLY MANUAL VALVE
CONTROL
CASE (7)
21
REVERSE
FRONT REVERSE 2ND CL
19d 24
PRND43
LINE
LO
PRND4
PRND4
REVERSE
OIL COOLER
D321
TCC SIGNAL
DRIVE
OVERRUN CLUTCH FILTER 22
PIPE CONNECTOR
VAL
ALVE
VE BODY
PRND43
(317) 19c DRIVE
P RND
LO
LUBE
(8)
DRIVE
LO
20f D
PRND4
PRND43
1
RBA
PUMP
LUBE
REAR
20e
COVER
PIPE TFP
ASSEMBLY
ASSEMBL Y (44)
DRIVE
(206) REV LO
REVERSE
ALL
2d LINE #7 PRND43
LO
(39) SWITCHES SWITCH
N.O.
RBA PRND4 DRIVE
42b LO LO
OIL REV
LINE
DRIVE
PRESSURES PAN PRND4 18a
(28) DRIVE
SUCTION
ACTUATOR FEED
INTAKE & DECREASE (SUCTION)
44a
ASSEMBLY 40
40
40a
39d
43a
19b
39e
42d
39c
42c
(31)
5a
LO
CASE (7)
SOLENOID SIGNAL "OFF" #1 D321 D321 REAR BAND APPLY
OVERRUN CLUTCH
ACCUMULATOR LINE
ACTUATOR FEED ACTUATOR FEED
TWO DIMENSIONAL
ACTUATOR FEED REVERSE REVERSE
TORQUE SIGNAL DRIVE DRIVE
GRAPHIC
SCHEMATIC
REPRESENTATION
OIL ACCUMULATOR
ACCUMULATOR
PUMP BODY HOUSING
(4) (51)
CASE
ASSEMBL
ASSEMBLY
THREE DIMENSIONAL
(7)
THREE DIMENSIONAL
CASE SIDE
TWO DIMENSIONAL
TWO DIMENSIONAL TWO DIMENSIONAL
PLATE
VALVE
VALVE BODY
BODY
RETAINING
PIN
SPRING
VALVE
BORE BUSHING
PLUG
BUSHING
EXHAUST FROM THE
APPLY COMPONENT
UNSEATS THE TO APPLY
BALL CHECK VALVE, COMPONENT APPLY FLUID SEATS
THEREFORE CREATING
THE BALL CHECK VALVE
A QUICK RELEASE.
FORCING FLUID THROUGH
SPRING
SPRING AN ORIFICE IN THE SPACER
APPLY ASSIST APPLY ASSIST PLATE, WHICH CREATES
SPACER
SIGNAL SIGNAL
FLUID FLUID
EX EX
Figure 4
FLUID PRESSURES
INTAKE & DECREASE (SUCTION)
MAINLINE
SOLENOID SIGNAL ON
ACUATOR FEED
TORQUE SIGNAL
EXHAUST WITH EQUAL SURFACE AREAS WITH THE SAME FLUID PRESSURE
ON EACH END OF THE VALVE, ACTING ON BOTH SURFACE "A"
DIRECTION OF FLOW BUT FLUID PRESSURE "A" AND SURFACE "B" THE VALVE
BEING GREATER THAN FLUID WILL MOVE TO THE LEFT. THIS
PRESSURE "B", THE VALVE IS DUE TO THE LARGER SURFACE
WILL MOVE TO THE RIGHT. AREA OF "A" THAN "B".
Figure 5 7B
HYDRA-MATIC 4L80-E
OIL PUMP OVERDRIVE FOURTH OVERRUN OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW REACTION REAR OUTPUT
ASSEMBLY ROLLER CLUTCH CLUTCH CARRIER CLUTCH CLUTCH CLUTCH SPRAG ROLLER CARRIER INTERNAL CARRIER
(4) CLUTCH ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH CLUTCH ASSEMBLY GEAR ASSEMBLY
ASSEMBLY (523533) (504511) (514) (601616) (616623) (629640) ASSEMBLY ASSEMBLY (651) (666) (661)
(512) (624) (644)
CONVERTER
PUMP CASE
ASSEMBLY EXTENSION
(19)
STATOR
ROLLER
CLUTCH
ASSEMBLY
OUTPUT
SHAFT
(671)
OUTPUT
SPEED
CASE SENSOR
ASSEMBLY ASSEMBLY
(7) (22)
PARKING
PAWL
(703)
TORQUE
CONVERTER
ASSEMBLY SUN GEAR
(1) (650)
SUN GEAR
SHAFT
(649)
TURBINE
SHAFT LOW AND
(502) REVERSE
BAND
ASSEMBLY
(657)
MANUAL INPUT
PRESSURE SHIFT SHAFT SPEED MANUAL 2-1 CONTROL PARKING PAWL
PRESSURE CONVERTER CONVERTER CONTROL OIL FILTER DETENT LEVER MANUAL SENSOR BAND VALVE ACTUATOR MAIN
PLATE TURBINE STATOR SOLENOID PAN ASSEMBLY ASSEMBLY SHIFT SHAFT ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY SHAFT
ASSEMBLY ASSEMBLY ASSEMBLY (320) (28) (31) (711) (708) (22) (628) (44) (710) (662)
8 Figure 6
Figure 7
HYDRA-MATIC 4L80-E
CROSS SECTIONAL DRAWING
A cross sectional line drawing is typically the standard understanding the cross sectional line drawing by
method for illustrating either an individual mechanical comparing the same components from the three
component or a complete transmision assembly. dimensional perspective illustration. In this regard it
However, unless a person is familiar with all the becomes an excellent teaching instrument.
individual components of the transmission,
distinguishing components may be difficult in this type Additionally, all the illustrations contained in this book
of drawing. For this reason, a three dimensional use a color scheme that is consistent throughout this
perspective illustration (shown on page 8) is the primary book. In other words, regardless of the type of
drawing used throughout this book. illustration or drawing, all components have an assigned
color and that color is used whenever that component
The purpose for this type of illustration is to provide a is illustrated. This consistency not only helps to provide
more exacting graphic representation of each component for easy component identification but it also enhances
and to show their relationship to other components the graphic and color continuity between sections.
within the transmission assembly. It is also useful for
8A
GENERAL DESCRIPTION
The Hydra-matic 4L80-E is a fully automatic four The PCM commands shift solenoid valves, within the
speed rear wheel drive electronically controlled transmission, on and off to control shift timing. The
transmission. It consists primarily of a four-element PCM also controls the apply and release of the torque
torque converter, three planetary gear sets, a hydraulic converter clutch which allows the engine to deliver
pressurization and control system, friction and the maximum fuel efficiency without sacrificing
mechanical clutches. vehicle performance.
The four-element torque converter contains a pump, a The hydraulic system primarily consists of a gear type
turbine, a pressure plate splined to the turbine, and a pump and a control valve body. The pump maintains
stator assembly. The torque converter acts as a fluid the working pressures needed to stroke the servos and
coupling to smoothly transmit power from the engine clutch pistons that apply or release the friction
to the transmission. It also hydraulically provides components. These friction components (when applied
additional torque multiplication when required. The or released) support the automatic shifting qualities of
pressure plate, when applied, provides a mechanical the transmission.
direct drive coupling of the engine to the transmission.
The friction components used in this transmission PRINCIPLES OF OPERATION
The three planetary gear sets provide the four forward consist of five multiple disc clutches and two bands.
gear ratios and reverse. Changing gear ratios is fully The multiple disc clutches combine with three An automatic transmission is the mechanical started and run without transferring torque to
automatic and is accomplished through the use of a mechanical components, two roller clutches and a sprag component of a vehicle that transfers power the wheels. This situation occurs whenever
powertrain control module (PCM). The PCM receives clutch, to deliver five different gear ratios through (torque) from the engine to the wheels. It Park (P) or Neutral (N ) range has been
and monitors various electronic sensor inputs and uses gear sets. The gear sets then transfer torque through accomplishes this task by providing a number selected. Also, operating the vehicle in a
this information to shift the transmission at the the output shaft and out to the drive axles. of forward gear ratios that automatically change rearward direction is possible whenever
optimum time. as the speed of the vehicle increases. The reason Reverse ( R ) range has been selected
for changing forward gear ratios is to provide (accomplished by the gear sets).
EXPLANATION OF GEAR RANGES the performance and economy expected from
economy. Overdrive range allows the transmission vehicles manufactured today. On the The variety of ranges in an automatic
to operate in each of the four forward gear ratios. performance end, a gear ratio that develops a transmission are made possible through the
N D D Downshifts to a lower gear, or higher gear ratio, are lot of torque (through torque multiplication) is interaction of numerous mechanically,
R 2 available for safe passing by depressing the required in order to initially start a vehicle hydraulically and electronically controlled
P 1 accelerator or by manually selecting a lower gear moving. Once the vehicle is in motion, less components inside the transmission. At the
with the shift selector. torque is required in order to maintain the appropriate time and sequence, these
vehicle at a certain speed. Once the vehicle components are either applied or released and
Figure 8 D Manual Third can be used for conditions where has reached a desired speed, economy becomes operate the gear sets at a gear ratio consistent
it may be desirable to use only three gear ratios. the important factor and the transmission will with the drivers needs. The following pages
The transmission can be operated in any one of the These conditions include towing a trailer and driving shift into overdrive. At this point output speed describe the theoretical operation of the
seven different positions shown on the shift on hilly terrain. This range is also helpful for engine is greater than input speed, and, input torque mechanical, hydraulic and electrical components
quadrant (Figure 8). braking when descending slight grades. Upshifts and is greater than output torque. found in the Hydra-matic 4L80-E transmission.
downshifts are the same as in Overdrive range for When an understanding of these operating
P Park position locks the output shaft, enabling first, second and third gears except that the Another important function of the automatic principles has been attained, diagnosis of these
the engine to be started while preventing the vehicle transmission will not shift into fourth gear. transmission is to allow the engine to be transmission systems is made easier.
from rolling either forward or backward. For safety
reasons, the vehicles parking brake should be used 2 Manual Second adds more performance for
in addition to the transmission Park position. congested traffic and hilly terrain. It has the same
Because the output shaft is mechanically locked by a starting ratio (first gear) as Manual Third but prevents
parking pawl anchored in the case, Park position the transmission from shifting above second gear. Thus,
should not be selected until the vehicle has come to Manual Second can be used to retain second gear for
a complete stop. acceleration and engine braking as desired. Manual
Second can be selected at any vehicle speed but will
R Reverse enables the vehicle to be operated in a not downshift into second gear until the vehicle speed
rearward direction. drops below approximately 100 km/h (62 mph).
N Neutral position enables the engine to start and 1 Manual First can be selected at any vehicle speed.
operate without driving the vehicle. If necessary, this If the transmission is in third or fourth gear it will
position should be selected to restart the engine while immediately shift into second gear. When the vehicle
the vehicle is moving. speed slows to below approximately 56 km/h (35 mph)
the transmission will then shift into first gear. This is
D Overdrive range should be used for all normal particularly beneficial for maintaining maximum
driving conditions for maximum efficiency and fuel engine braking when descending steep grades.
FOLDOUT 9 9A
MAJOR MECHANICAL COMPONENTS
OVERDRIVE
CARRIER
OVERRUN OVERDRIVE
ASSEMBLY
CLUTCH ROLLER
(514)
4TH ASSEMBLY CLUTCH
CLUTCH (504-511) (512)
ASSEMBLY TURBINE
(523-533) SHAFT
PUMP (502)
TORQUE ASSEMBLY
CONVERTER (4)
ASSEMBLY
(1) SPLINED
TOGETHER DIRECT
CLUTCH
HUB
FORWARD (615)
CLUTCH
SPLINED ASSEMBLY
TOGETHER
TURBINE (601-614)
SHAFT
(502)
OUTPUT
CARRIER
ASSEMBLY
(661)
LOW AND
REVERSE
BAND
ASSEMBLY SUN
REACTION GEAR
CARRIER (657)
(650)
ASSEMBLY
SPLINED TRANSMISSION (651)
TOGETHER CASE
INTERMEDIATE
CLUTCH (7)
ASSEMBLY
(629-638)
PARKING
INTERMEDIATE
PAWL
SPRAG CLUTCH
(703)
MANUAL 2-1 OUTERRACE
BAND (625)
ASSEMBLY
DIRECT (628)
CLUTCH PARKING PAWL
ASSEMBLY ACTUATOR
(616-623) ASSEMBLY
(710)
FORWARD
CLUTCH
HUB LOW
(613) MAIN ROLLER
SHAFT CLUTCH
(662) ASSEMBLY
INTERMEDIATE CENTER (644) LOW AND
SPRAG SUPPORT REVERSE BAND
CLUTCH ASSEMBLY SERVO
ASSEMBLY (640) ASSEMBLY
(624) (61-74)
SUN GEAR
SHAFT MANUAL 2-1
(649) BAND
SPLINED SERVO
TOGETHER ASSEMBLY MAIN
(55-60) SHAFT SPLINED
(662) INTO
REAR OUTPUT OUTPUT
INTERNAL SHAFT CARRIER
ASSEMBLY ASSEMBLY
GEAR (661)
(666) (671)
10 Figure 9
COLOR LEGEND
All seals
10A
COLOR LEGEND
APPLY COMPONENTS
The Range Reference Chart on page 11, provides another
valuable source of information for explaining the overall
function of the Hydra-matic 4L80-E transmission. This chart
highlights the major apply components that function in a
selected gear range, and the specific gear operation within
that gear range.
10B
COLOR LEGEND RANGE REFERENCE CHART
HYDRAMATIC 4L80-E - GEAR RATIOS
APPLY COMPONENTS
FIRST 2.48 FOURTH .75
The Range Reference Chart on page 11, provides another valuable
SECOND 1.48 REVERSE 2.08
source of information for explaining the overall function of the Hydra-
THIRD 1.00
matic 4L80-E transmission. This chart highlights the major apply
components that function in a selected gear range, and the specific
gear operation within that gear range.
*HOLDING BUT NOT EFFECTIVE @ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED
10B Figure 10 11
TORQUE CONVERTER
TURBINE PRESSURE THRUST THRUST
THRUST PLATE BEARING BEARING
SPACER SPRING ASSEMBLY ASSEMBLY
(B) (E) (G) (G)
STATOR
DAMPER ASSEMBLY
PRESSURE ASSEMBLY (H)
CONVERTER HOUSING PLATE (D) TURBINE CONVERTER
F PUMP
COVER ASSEMBLY ASSEMBLY ASSEMBLY
(A) (C) (F) ASSEMBLY
(I)
TORQUE CONVERTER:
The torque converter (1) is the primary component for
transmittal of power between the engine and the
transmission. It is bolted to the engine flywheel (also known A
as the flexplate) so that it will rotate at engine speed. I
Some of the major functions of the torque converter are:
to provide for a smooth conversion of torque from the
engine to the mechanical components of the transmission.
to multiply torque from the engine that enables the D
vehicle to achieve additional performance when required. G
to mechanically operate the transmission oil pump (4)
through the converter hub.
STATOR
to provide a mechanical link, or direct drive, from the SHAFT
engine to the transmission through the use of a torque (235)
converter clutch (TCC). E
12 Figure 11
TORQUE CONVERTER
FLUID FLOW
STATOR
ASSEMBLY
(H)
TURBINE CONVERTER PUMP
ASSEMBLY ASSEMBLY
(F) (I)
Figure 12
Stator roller clutch failure
roller clutch freewheels in both directions can roller clutch locks up in both directions can Overheated fluid.
cause poor acceleration at low speed. cause poor acceleration at high speed.
STATOR ASSEMBLY
The stator assembly is located between the
STATOR pump assembly and turbine assembly, and is
mounted on a one-way roller clutch. This one-
way roller clutch allows the stator to rotate in
one direction and prevents (holds) the stator
from rotating in the other direction. The
function of the stator is to redirect fluid
returning from the turbine in order to assist the
STATOR HELD engine in turning the converter pump assembly.
CONVERTER FLUID FLOW REDIRECTED
MULTIPLYING At low vehicle speeds, when greater torque is
needed, fluid from the turbine hits the front
side of the stator blades (the converter is
FLUID FLOW multiplying torque). At this time, the one-way
FROM TURBINE roller clutch prevents the stator from rotating
in the same direction as the fluid flow, thereby
redirecting fluid to assist the engine in turning
CONVERTER AT the converter pump. In this mode, fluid leaving
COUPLING SPEED the converter pump has more force to turn the
STATOR ROTATES turbine assembly and multiply engine torque.
FREELY
As vehicle speed increases and less torque is
required, centrifugal force acting on the fluid
changes the direction of the fluid leaving the
turbine such that it hits the back side of the
stator blades (converter at coupling speed).
When this occurs, the roller clutch overruns
and allows the stator to rotate freely. Fluid is
no longer being redirected to the converter
pump and engine torque is not being multiplied.
Figure 13 13
TORQUE CONVERTER
RELEASE APPLY
When the torque converter clutch is released, fluid is When the PCM determines that the vehicle is at the
fed into the torque converter by the pump into the proper speed for the torque converter clutch to apply
release fluid passage. The release fluid passage is it sends a signal to the TCC (PWM) solenoid valve.
located between the stator shaft (235) and the turbine The TCC (PWM) solenoid valve then regulates line
shaft (502). Fluid travels between the shafts and enters fluid from the pump into the regulated apply passage.
the release side of the pressure plate at the end of the The regulated apply fluid then feeds the apply fluid
turbine shaft. The pressure plate is forced away from passage and applies the torque converter. The apply
the converter cover and allows the torque converter passage is located between the turbine shaft and the
turbine to rotate at speeds other than engine speed. stator shaft. The fluid flows between the shafts, then
passes into the torque converter on the apply side of
The release fluid then flows between the friction the pressure plate assembly. Release fluid is then
element on the pressure plate and the converter cover routed out of the torque converter between the turbine
to enter the apply side of the torque converter. The shaft and the stator shaft.
fluid then exits the torque converter through the apply
passage, which is located between the torque Apply fluid pressure forces the pressure plate against
converter clutch hub and the stator shaft (235), and the torque converter cover to provide a mechanical
enters the pump. link between the engine and the turbine.
TORQUE TORQUE
CONVERTER CONVERTER
ASSEMBLY ASSEMBLY
(1) (1)
RELEASE
FLUID
APPLY
FLUID
TURBINE TURBINE
SHAFT SHAFT
(502) (502)
APPLY
FLUID
APPLY
FLUID
RELEASE
FLUID
RELEASE
FLUID
PRESSURE PRESSURE
PLATE PLATE
14 Figure 14
APPLY COMPONENTS
The Apply Components section is designed to explain The sequence in which the components in this section
the function of the hydraulic and mechanical holding have been discussed coincides with their physical
devices used in the Hydra-matic 4L80-E transmission. arrangement inside the transmission. This order
Some of these apply components, such as clutches closely parallels the disassembly sequence used in
and bands, are hydraulically applied and released the Hydra-matic 4L80-E Unit Repair Section located
in order to provide automatic gear range shifting. in Section 7 of the appropriate Service Manual. It
Other components, such as a roller clutch or sprag also correlates with the components shown on the
clutch, often react to a hydraulically applied Range Reference Charts that are used throughout the
component by mechanically holding or releasing Power Flow section of this book. The correlation of
another member of the transmission. This interaction information between the sections of this book helps
between the hydraulically and mechanically applied the user more clearly understand the hydraulic and
components is then explained in detail and supported mechanical operating principles for this transmission.
with a graphic illustration. In addition, this section
shows the routing of fluid pressure to the individual
components and their internal functions when it
applies or releases.
MATING
OR
RELATED BRIEF FUNCTIONAL
COMPONENTS DESCRIPTION DESCRIPTION
4TH 4TH CLUTCH RELEASE: OVERRUN To release the overrun clutch, overrun clutch
CLUTCH fluid, the overrun clutch ball check
To release the 4th clutch, 4th clutch fluid exhausts through the 4th clut CLUTCH HOUSING fluid exhausts through the overrun clutch
ASSEMBLY (504)
valve, located in the overrun clutch
(523-533) circuit, allowing pressure at the 4th clutch piston (528) to decrease. housing inner hub and into the oil pump housing, unseats. Centrifugal force,
absence of fluid pressure, spring force from the spring assembly (532) hub, allowing pressure at the overrun clutch resulting from the rotation of the
the 4th clutch piston away from the clutch pack. This disengages th piston (505) to decrease. In the absence of overrun clutch housing, forces residual
plates (526) and fiber plates (525) from the backing plate (524), fluid pressure, spring force from the spring overrun clutch fluid to the outside of
4TH allowing the overrun clutch housing and overdrive sun gear to rotate. assembly (506) moves the overrun clutch the piston housing and past the unseated
CLUTCH piston (505) away from the clutch pack.
APPLY FLUID
ball check valve. If this fluid did not
This disengages the steel plates (508) and completely exhaust from behind the
PASSAGE
FIBER STEEL INNER 4TH CLUTCH OUTER the fiber plates (509) from the backing plate piston, there could be a partial apply,
CLUTCH PLATE CLUTCH SEAL ORIFICE SEAL (510) and disconnects the overrun clutch
ASSEMBLY PLATE (527)
or drag, of the overrun clutch plates.
(530) (531) housing from the overdrive carrier.
(525) (526)
4TH CLUTCH: OVERRUN CLUTCH:
The 4th clutch assembly, located in the 4th clutch The overrun clutch assembly is located in OVERRUN CLUTCH
SPRING BALL CHECK
housing (529), is held stationary to the transmission the overrun clutch housing (504). The VALVE
case (7) by the 4th clutch housing bolt (26). The ASSEMBLY external teeth on the reaction (steel) plates
(532) LUBE BACKING PLATE
external teeth on the reaction (steel) plates (526) (508) are splined to the overrun clutch PASSAGE RETAINER RING
are splined to the 4th clutch housing while the housing while the internal teeth on the fiber
(511)
internal teeth on the fiber clutch plate assemblies clutch plate assemblies (509) are splined to
BACKING
(525) are splined to the overrun clutch housing the overdrive carrier assembly (514). The PLATE
(504). The 4th clutch is applied only when the overrun clutch is applied only when the shift (510)
transmission is in Fourth gear to provide an selector lever is in a Manual gear range - APPLIED RELEASED
overdrive gear ratio. First, Second, or Third. SPRING
RETAINER
4TH CLUTCH APPLY: OVERRUN CLUTCH APPLY: RING
To apply the 4th clutch, 4th clutch fluid is fed To apply the overrun clutch, overrun clutch SPRING (507)
from the case, through the 4th clutch housing bolt fluid is fed through the oil pump hub to the ASSEMBLY
(506) LUBE
(26) and behind the 4th clutch piston (528). 4th inner hub of the overrun clutch housing. PASSAGE
clutch fluid pressure forces the piston against the Feed holes in the inner hub allow fluid to
4th clutch spring assembly (532) to cushion the enter the housing behind the overrun clutch
apply. As fluid pressure increases, the piston piston (505). Overrun clutch fluid pressure
compresses the clutch plates (steel and fiber) seats the overrun clutch ball check valve OVERRUN
together until they are held against the 4th clutch (located in the housing) and moves the CLUTCH
backing plate (524). piston to compress the spring assembly APPLY
When fully applied, the steel plates (526) and (506) to cushion the apply. As fluid pressure FLUID
fiber plates (525) are locked together and held increases, the piston compresses the clutch
stationary by the 4th clutch housing. The internal plates (steel and fiber) together until they
teeth on the fiber plates hold the overrun clutch are held against the overrun clutch backing
housing (504) stationary to prevent the overdrive plate (510). Also, the increase in fluid OVERDRIVE
sun gear from rotating. pressure forces any air in the overrun clutch SUN GEAR
The orifice cup plug (530) is pressed into the 4th fluid circuit to exhaust past the ball check OVERRUN
4TH CLUTCH valve, before it seats, to prevent excess OVERDRIVE
lutch housing. Air in the 4th clutch fluid circuit BACKING CLUTCH PISTON ROLLER CLUTCH
s forced out the orifice when 4th clutch fluid PLATE
cushion during clutch apply. ASSEMBLY INNER CAM
When fully applied, the steel plates (508) (505)
ressure increases to prevent excess cushion during (524)
th clutch apply. and fiber plates (509) are locked together, FIBER
thereby holding the overrun clutch housing CLUTCH PLATE
and overdrive carrier together. This forces OVERRUN ASSEMBLY
4TH CLUTCH CLUTCH HOUSING (509)
HOUSING SPRING the housing and carrier to turn as one unit
RETAINER (504)
Plugged fourth apply passage, damaged clutch (529) during engine compression braking in the STEEL
RING
plates, return spring assembly or piston seals Manual gear ranges. LUBE CLUTCH PLATE
(533)
can cause no fourth/slips in fourth. PASSAGE (508)
BACKING PLATE 4TH CLUTCH 4TH CLUTCH
RETAINER RING CASE HOUSING BOLT If inoperative the overrun clutch can cause
PISTON
(523) (528) (7) 4TH CLUTCH (26) loss of drive, no overrun braking - D3,
APPLY No fourth gear - D4, engine stall and
FLUID harsh shifts from D4 to D3, D2 or D1.
523 524 525 526 528 529 530 532 533 505 506 507 508 509 510 511
20 Figure 20 Figure 21 21
CUTAWAY DISASSEMBLED
VIEW VIEW
Figure 15 15
APPLY COMPONENTS
4TH CLUTCH RELEASE:
4TH
CLUTCH To release the 4th clutch, 4th clutch fluid exhausts through the 4th clutch fluid
ASSEMBLY circuit, allowing pressure at the 4th clutch piston (528) to decrease. In the
(523-533) absence of fluid pressure, spring force from the spring assembly (532) moves the
4th clutch piston away from the clutch pack. This disengages the steel plates
(526) and fiber plates (525) from the backing plate (524), thereby allowing the
overrun clutch housing and overdrive sun gear to rotate.
4TH
CLUTCH
APPLY FLUID
PASSAGE FIBER STEEL INNER 4TH CLUTCH OUTER
CLUTCH PLATE CLUTCH SEAL ORIFICE SEAL
ASSEMBLY PLATE (527) (530) (531)
4TH CLUTCH: (525) (526)
The 4th clutch assembly, located in the 4th clutch
housing (529), is held stationary to the transmission
SPRING
case (7) by the 4th clutch housing bolt (26). The ASSEMBLY
external teeth on the reaction (steel) plates (526) (532)
are splined to the 4th clutch housing while the
internal teeth on the fiber clutch plate assemblies
(525) are splined to the overrun clutch housing
(504). The 4th clutch is applied only when the
transmission is in Fourth gear to provide an
overdrive gear ratio.
4TH CLUTCH APPLY:
To apply the 4th clutch, 4th clutch fluid is fed
from the case, through the 4th clutch housing bolt
(26) and behind the 4th clutch piston (528). 4th
clutch fluid pressure forces the piston against the
4th clutch spring assembly (532) to cushion the
apply. As fluid pressure increases, the piston
compresses the clutch plates (steel and fiber)
together until they are held against the 4th clutch
backing plate (524).
When fully applied, the steel plates (526) and
fiber plates (525) are locked together and held
stationary by the 4th clutch housing. The internal
teeth on the fiber plates hold the overrun clutch
housing (504) stationary to prevent the overdrive
sun gear from rotating.
The orifice cup plug (530) is pressed into the 4th
clutch housing. Air in the 4th clutch fluid circuit 4TH CLUTCH
is forced out the orifice when 4th clutch fluid BACKING
pressure increases to prevent excess cushion during PLATE
4th clutch apply. (524)
4TH CLUTCH
HOUSING SPRING
Plugged fourth apply passage, damaged clutch RETAINER
plates, return spring assembly or piston seals (529)
RING
can cause no fourth/slips in fourth. (533)
16 Figure 16
APPLY COMPONENTS
OVERRUN CLUTCH RELEASE:
OVERRUN
To release the overrun clutch, overrun clutch During the exhaust of overrun clutch
CLUTCH HOUSING fluid exhausts through the overrun clutch fluid, the overrun clutch ball check
(504) housing inner hub and into the oil pump valve, located in the overrun clutch
hub, allowing pressure at the overrun clutch housing, unseats. Centrifugal force,
piston (505) to decrease. In the absence of resulting from the rotation of the
fluid pressure, spring force from the spring overrun clutch housing, forces residual
assembly (506) moves the overrun clutch overrun clutch fluid to the outside of
piston (505) away from the clutch pack. the piston housing and past the unseated
This disengages the steel plates (508) and ball check valve. If this fluid did not
the fiber plates (509) from the backing plate completely exhaust from behind the
(510) and disconnects the overrun clutch piston, there could be a partial apply,
housing from the overdrive carrier. or drag, of the overrun clutch plates.
OVERRUN CLUTCH:
The overrun clutch assembly is located in OVERRUN CLUTCH
the overrun clutch housing (504). The BALL CHECK
external teeth on the reaction (steel) plates VALVE
(508) are splined to the overrun clutch LUBE BACKING PLATE
PASSAGE RETAINER RING
housing while the internal teeth on the fiber (511)
clutch plate assemblies (509) are splined to
the overdrive carrier assembly (514). The BACKING
overrun clutch is applied only when the shift PLATE
selector lever is in a Manual gear range - (510)
First, Second, or Third. APPLIED RELEASED
SPRING
RETAINER
OVERRUN CLUTCH APPLY: RING
To apply the overrun clutch, overrun clutch SPRING (507)
fluid is fed through the oil pump hub to the ASSEMBLY
inner hub of the overrun clutch housing. (506) LUBE
Feed holes in the inner hub allow fluid to PASSAGE
enter the housing behind the overrun clutch
piston (505). Overrun clutch fluid pressure
seats the overrun clutch ball check valve
(located in the housing) and moves the OVERRUN
piston to compress the spring assembly CLUTCH
APPLY
(506) to cushion the apply. As fluid pressure FLUID
increases, the piston compresses the clutch
plates (steel and fiber) together until they
are held against the overrun clutch backing
plate (510). Also, the increase in fluid
pressure forces any air in the overrun clutch OVERDRIVE
SUN GEAR
fluid circuit to exhaust past the ball check
valve, before it seats, to prevent excess OVERRUN OVERDRIVE
cushion during clutch apply. CLUTCH PISTON ROLLER CLUTCH
ASSEMBLY INNER CAM
When fully applied, the steel plates (508) (505)
and fiber plates (509) are locked together,
FIBER
thereby holding the overrun clutch housing CLUTCH PLATE
and overdrive carrier together. This forces OVERRUN ASSEMBLY
the housing and carrier to turn as one unit CLUTCH HOUSING (509)
during engine compression braking in the (504)
Manual gear ranges. STEEL
LUBE CLUTCH PLATE
PASSAGE (508)
If inoperative the overrun clutch can cause
loss of drive, no overrun braking - D3,
No fourth gear - D4, engine stall and
harsh shifts from D4 to D3, D2 or D1.
Figure 17 17
APPLY COMPONENTS
OVERDRIVE ROLLER CLUTCH: OVERDRIVE
The overdrive roller clutch assembly (512) is located between the CARRIER
overdrive carrier assembly (514) and overrun clutch housing (504). ASSEMBLY
The overdrive carrier functions as the outer race for the roller (514)
clutch while the overrun clutch housing functions as the inner cam.
(OUTER RACE)
The overdrive roller clutch is a type of one-way clutch that prevents
the overrun clutch housing from rotating clockwise faster than the
overdrive carrier assembly. The overdrive roller clutch is holding,
and effective, when the vehicle is accelerating and the transmission
is in First, Second, Third, or Reverse gear.
OUTER
RACE
SUN OVERDRIVE FORWARD A damaged overdrive roller clutch can cause loss of drive.
OVERRUN GEAR CARRIER CLUTCH
CLUTCH HOUSING ASSEMBLY HOUSING
(504) (514) (602) OVERDRIVE ROLLER CLUTCH HOLDING: (EXAMPLE A)
In First, Second, Third and Reverse gears the 4th clutch is released
EXAMPLE "A"
and the overrun clutch housing is free to rotate. The overdrive
OVERDRIVE DIRECT DRIVE carrier pinion gears are in mesh with both the overdrive internal
CARRIER gear [part of the forward clutch housing (602)] and the overdrive
ASSEMBLY sun gear [part of the overrun clutch housing (504)]. Power flow
(514) FORWARD
CLUTCH HOUSING drives the overdrive carrier clockwise. Vehicle load on the forward
OVERDRIVE (INTERNAL GEAR) clutch housing causes the pinion gears to attempt to rotate
ROLLER CLUTCH counterclockwise on their pins around the internal gear as they
HOLDING
travel with the carrier assembly. Therefore, the pinion gears attempt
ING
O TAT to drive the sun gear clockwise, faster than the overdrive carrier.
R However, this causes the rollers to move up the ramps and
wedge between the inner cam and outer race, thereby locking the
overrun clutch housing and overdrive carrier together.
D With the sun gear and overdrive carrier rotating at the same speed,
EL the pinion gears do not rotate on their pins but do travel clockwise
H
with the carrier and drive the forward clutch housing. Therefore, a
direct drive 1:1 gear ratio is obtained through the overdrive planetary
gear set in First, Second, Third and Reverse gears with the overdrive
roller clutch holding.
OVERDRIVE ROLLER CLUTCH RELEASED: (EXAMPLE B)
OVERRUN CLUTCH HOUSING
(OUTER RACE) AND SUN GEAR (INNER CAM) The roller clutch releases when the overdrive carrier rotates
clockwise faster than the overrun clutch housing. This causes the
EXAMPLE "B" rollers to move down the ramp and rotate freely between the
OVERDRIVE OVERDRIVE inner cam and outer race. This action occurs in Fourth gear when
CARRIER the 4th clutch is applied. The 4th clutch fiber plates (525) are
ASSEMBLY splined to the overrun clutch housing and hold the housing and
FORWARD
(514) overdrive sun gear stationary to the transmission case. As power
CLUTCH HOUSING
OVERDRIVE (INTERNAL GEAR) flow drives the overdrive carrier clockwise, the carrier overruns the
ROLLER CLUTCH
OVERRUNNING roller clutch. The overdrive carrier pinion gears rotate clockwise on
their pins and walk around the stationary sun gear. The pinions
ING
TAT
then drive the forward clutch housing (through the internal gear) in
R O an overdrive gear ratio of approximately .75:1.
The overdrive carrier also overruns the overdrive roller clutch during
coast conditions (throttle released) in Overdrive Range - First,
Second, and Third gears and in Reverse and when vehicle speed is
D
EL greater than engine speed. This causes the forward clutch housing
to be driven by vehicle speed faster than the overdrive carrier is
H
being driven by engine speed. This drives the pinion gears clockwise
and the sun gear counterclockwise, thereby overrunning the
overdrive roller clutch. However, in the Manual gear ranges, the
overrun clutch is applied to connect the overrun clutch housing and
OVERRUN CLUTCH HOUSING overdrive carrier. This prevents the overdrive carrier from
(OUTER RACE) AND SUN GEAR (INNER CAM) overrunning the overdrive roller clutch during coast conditions.
18 Figure 18
APPLY COMPONENTS
clutch pack is a waved steel plate (609) disengages the steel plates (610), fiber
that, in addition to the spring assembly clutch plate assemblies (611) and waved
and forward clutch orifice, helps control plate (609) from the direct clutch hub (615)
the apply rate of the forward clutch. and disconnects the forward clutch housing
When fully applied, the steel plates (610) from the forward clutch hub (613). The
and fiber clutch plate assemblies (611) are forward clutch orifice controls the exhaust
locked together, thereby holding the of drive fluid from the outer area of the
forward clutch housing and the forward piston. This action, in addition to the spring
clutch hub (613) together. This forces the assembly, helps control the release of the
forward clutch hub to rotate at the same forward clutch plates.
speed as the forward clutch housing. During the exhaust of drive fluid, the
FORWARD CLUTCH
forward clutch ball check valve, located
HOUSING ASSEMBLY FORWARD CLUTCH RELEASE: in the forward clutch housing (602),
(602) To release the forward clutch, drive fluid unseats. Centrifugal force, resulting from
exhausts from the piston, through the inner the rotation of the forward clutch housing,
If inoperative the forward clutch can hub of the forward clutch housing and into forces residual drive fluid to the outside
cause forward motion in Neutral, loss the turbine shaft. In the absence of fluid of the housing and past the unseated ball
of drive, engine stall, third gear starts pressure, spring force from the spring check valve. If this fluid did not
and harsh shifts from D to R. assembly (607) moves the forward clutch completely exhaust from behind the piston,
piston away from the clutch plates. This there could be a partial apply, or drag, of
FORWARD CLUTCH:
the forward clutch plates.
The forward clutch assembly is located in
FORWARD CLUTCH
the forward clutch housing (602). The BALL CHECK
external teeth on the reaction (steel) plates VALVE
(610) are splined to the forward clutch WAVED LUBE STEEL FIBER
CLUTCH PASSAGE CLUTCH CLUTCH
housing while the internal teeth on the PLATE PLATE PLATE
fiber clutch plate assemblies (611) are
(609) (610) ASSEMBLY
splined to the forward clutch hub (613). (611)
The forward clutch is applied in all DIRECT
forward gear ranges to transfer engine CLUTCH
torque from the overdrive planetary gear APPLIED RELEASED HUB
set to the output and reaction planetary (615)
gear sets.
FORWARD
FORWARD CLUTCH APPLY: CLUTCH
To apply the forward clutch, drive fluid is HOUSING
fed through the turbine shaft to the inner ASSEMBLY
hub of the forward clutch housing. Feed (602) SPRING
ASSEMBLY
holes in the inner hub allow fluid to enter (607)
the housing behind the inner area of the FORWARD
CLUTCH
forward clutch piston (606) [between the ORIFICE
inner piston seal and the intermediate seal
assembly (685)]. Drive fluid pressure on LUBE
DRIVE
the inner area moves the piston and PASSAGE
APPLY
compresses the spring assembly (607) to FLUID
cushion the apply. As fluid pressure
increases on the inner area, the piston
compresses the clutch plates (steel and FORWARD
fiber) until they are held against the direct CLUTCH
HUB
clutch hub (615). At the same time, drive (613)
fluid is fed through the forward clutch OVERDRIVE
INTERNAL
orifice in the intermediate seal assembly GEAR
to feed fluid to the outer area of the piston
[between the intermediate seal assembly
(685) and the outer piston seal]. This fluid SPRING
pressure seats the forward clutch ball check FORWARD CLUTCH RETAINER THRUST
valve and increases the holding force on PISTON INTERMEDIATE RING WASHER
SEAL ASSEMBLY (608) (612)
the clutch pack. Also, the increase in fluid
pressure forces any air in the drive fluid (685)
FORWARD CLUTCH RETAINER
circuit to exhaust past the ball check valve, PISTON LUBE RING
before it seats, to prevent excess cushion (606) PASSAGE (616)
during clutch apply. Also included in the
685 606 607 608 609 610 611 612 613 614 615 616
Figure 19 19
APPLY COMPONENTS
In Reverse, 3rd/reverse fluid is fed to the direct clutch housing and into the center
inner area of the piston through the 3rd/ support assembly (640). In the absence of
reverse circuit as in Third and Fourth gears. fluid pressure, spring force from the spring
However, in Reverse, reverse fluid is fed assembly (607) moves the direct clutch
through the reverse fluid circuit to the outer piston away from the clutch plates. This
area of the direct clutch piston [between disengages the steel plates (618), fiber
the intermediate seal (622) and the outer clutch plate assemblies (611) and waved
piston seal]. Reverse fluid pressure seats plate (609) from the direct clutch backing
the direct clutch ball check valve and acts plate (617) and disconnects the direct clutch
on the outer area of the piston. This fluid housing from the direct clutch hub (615).
pressure increases the holding capacity of During the exhaust of reverse fluid, the
the direct clutch plates in Reverse, as direct clutch ball check valve, located in
DIRECT CLUTCH compared to Third gear. Also, the increase the direct clutch housing, unseats.
HOUSING ASSEMBLY in reverse fluid pressure forces any air in Centrifugal force, resulting from the
(623) the reverse fluid circuit to exhaust past the rotation of the direct clutch housing, forces
DIRECT CLUTCH: ball check valve, before it seats, to prevent residual reverse fluid to the outside of the
The direct clutch assembly is located in excess cushion during clutch apply. housing and past the unseated ball check
the direct clutch housing (623). The external valve. If this fluid did not completely
DIRECT CLUTCH RELEASE:
teeth on the reaction (steel) plates (618) exhaust from behind the piston, there
To release the direct clutch, apply fluid
are splined to the direct clutch housing could be a partial apply, or drag, of the
(3rd/reverse and/or reverse) exhausts from
while the internal teeth on the fiber clutch direct clutch plates.
the piston, through the inner hub of the
plate assemblies (611) are splined to the
direct clutch hub (615), which is connected
to the forward clutch housing (602). The
direct clutch is applied when the
transmission is in Third or Fourth gears FIBER STEEL WAVED LUBE DIRECT CLUTCH
CLUTCH CLUTCH CLUTCH PASSAGE BALL CHECK
and in Reverse. PLATE PLATE PLATE VALVE
ASSEMBLY (618) (609)
DIRECT CLUTCH APPLY: (611)
To apply the direct clutch for Third and EX
Fourth gears, 3rd/reverse fluid is fed from
the transmission case (7), through the center DIRECT CLUTCH
support (640) and into the inner hub of the HOUSING
direct clutch housing. Feed holes in the ASSEMBLY
(623) APPLIED RELEASED
inner hub allow 3rd/reverse fluid to enter
the housing behind the inner area of the
direct clutch piston (619) [between the inner BACKING LUBE
PLATE PASSAGE
piston seal and the intermediate seal (622)].
3rd/reverse fluid pressure moves the piston (617)
to compress the spring assembly (607). As
fluid pressure increases, the piston
compresses the clutch plates (steel and SPRING REVERSE
fiber) until they are held against the direct ASSEMBLY APPLY
(607) FLUID
clutch backing plate (617). Also included
in the assembly is a waved steel plate (609)
that, in addition to the spring assembly, LUBE
PASSAGE
helps cushion the apply of the direct clutch. 3RD/REVERSE
APPLY FLUID
When fully applied, the steel plates (618), SPRING
fiber clutch plate assemblies (611) and waved RETAINER
plate (609) are locked together, thereby RING LUBE
holding the direct clutch housing and direct (608) PASSAGE
clutch hub (615) together. This forces the
direct clutch housing to rotate at the same DIRECT CLUTCH
PISTON INTERMEDIATE
speed as the forward clutch housing. INTERMEDIATE SPRAG CLUTCH
If inoperative the direct clutch can cause SEAL INNER CAM
no reverse; no second gear in D4, D3, (622)
D2 or D1; no third gear in D4 or D3; BACKING PLATE DIRECT CLUTCH
third gear starts; soft shifts to reverse, RETAINING RING PISTON ASSEMBLY
reverse to drive, second to third gear (616) (619)
and third to second gear.
20 Figure 20
APPLY COMPONENTS
MANUAL 2-1 BAND SERVO RELEASE:
The manual 2-1 band servo assembly is held in the release position by PRND43
fluid pressure acting on the manual 2-1 band servo piston (58) when the gear
selector is in the Park, Reverse, Neutral, Overdrive and Manual Third positions.
PRND43 fluid is fed between the transmission case and manual 2-1 band
servo piston to assist spring force in keeping the piston and apply pin in the
released position. Even with FBA fluid pressure present, PRND43 fluid pressure
and spring force will keep the piston, apply pin and manual 2-1 band in the
released position, as in Overdrive Range - Second Gear.
When the gear selector is in either Manual Second Or Manual First (PRND43
fluid exhausted), and the transmission downshifts from Second gear to First
gear, FBA fluid exhausts from the servo piston. This allows spring force to
DIRECT CLUTCH MANUAL 2-1 move the piston and apply pin away from the manual 2-1 band, thereby
HOUSING ASSEMBLY BAND ASSEMBLY releasing the manual 2-1 band assembly from the direct clutch housing.
(623) (628)
MANUAL 2-1 BAND SERVO ASSEMBLY AND An inoperative manual 2-1 servo assembly/manual 2-1 band assembly
MANUAL 2-1 BAND ASSEMBLY: can cause no engine braking in manual second (second gear), no first
The manual 2-1 band servo assembly (55-60), gear in manual third or manual second, no third gear in manual third
located in the bottom of the transmission case or no manual third to manual second shift.
(7), applies the manual 2-1 band assembly (628)
when the gear selector is in either the Manual
Second or Manual First positions and the
transmission is in Second gear. The manual 2-1
MANUAL 2-1
band assembly is held stationary to the BAND ASSEMBLY
transmission case by the band anchor pin (80) (628)
and wraps around the direct clutch housing MANUAL 2-1 BAND
assembly (623) . When compressed by the manual ANCHOR PIN
(80)
2-1 band servo assembly, the band holds the direct
clutch housing (623), sun gear shaft (649) and
sun gear (650) stationary to the case. This prevents
the intermediate sprag clutch (624) from
overrunning during coast conditions in Manual
Second - Second Gear or Manual First - Second
Gear to provide engine compression braking.
MANUAL 2-1 BAND SERVO APPLY:
To apply the manual 2-1 band servo, Front Band
Apply (FBA) fluid is fed between the spacer plate
(46) and manual 2-1 band servo piston (58). FBA
fluid pressure forces the piston to compress the
piston spring (60) and move the piston apply pin
(55) toward the band. The apply pin compresses
the band assembly around the direct clutch housing
and holds the housing stationary to the case. During
apply, piston spring force helps control the apply
feel of the manual 2-1 band assembly.
60
MANUAL 2-1
BAND SERVO
PISTON PIN
(55)
CASE
(7)
58
PISTON PIN PISTON
RETAINER CUSHION
RING SPRING
(56) (60)
57 MANUAL 2-1
BAND SERVO
PISTON PISTON
SEAL (58)
(57)
FRONT
BAND
56 55 PRND43 APPLY
RELEASE FLUID
FLUID (FBA)
SPACER
CONTROL PLATE
VALVE (46)
BODY
(44)
Figure 21 21
APPLY COMPONENTS
INTERMEDIATE SPRAG CLUTCH:
INTERMEDIATE
CLUTCH
The intermediate sprag clutch assembly (624-627) is located between the
PLATES intermediate clutch plate assemblies (631) and the direct clutch housing assembly
(630-632,684) (623). The intermediate clutch plate assemblies are splined to the intermediate
sprag clutch outer race (625) while the intermediate sprag inner cam is pressed
onto the direct clutch housing. The intermediate sprag clutch is a type of one-way
clutch that, when effective, prevents the direct clutch housing from rotating
counterclockwise. The sprag clutch is holding, and effective, when the vehicle is
accelerating and the transmission is in Overdrive Range - Second Gear.
INTERMEDIATE SPRAG CLUTCH HOLDING: (EXAMPLE A)
In Second gear, power flow attempts to drive the direct clutch
housing counterclockwise which pivots the sprags toward their
INTERMEDIATE long diagonals. The long diagonal of the sprag is greater than the
DIRECT CLUTCH SPRAG distance between the inner cam and outer race, causing the sprags
HOUSING CLUTCH to lock against the intermediate clutch sprag outer race (625).
ASSEMBLY ASSEMBLY However, in Second gear the intermediate clutch is applied and
(623) (624-627)
the outer race is held stationary to the transmission case (7).
EXAMPLE "A" Therefore, the sprag assembly, being locked between the outer
INTERMEDIATE race and direct clutch housing (inner cam), holds the direct clutch
OUTER
SPRAG CLUTCH housing (623), sun gear shaft (649) and sun gear (650) stationary
RACE
HOLDING
(625) to obtain a Second gear ratio through the transmission gear sets.
HELD The direct clutch housing is also driven counterclockwise in
First gear and the sprags lock the direct clutch housing and
outer race together, as in Second gear. However, the intermediate
clutch is released in First gear which allows the outer race (625)
to rotate with the direct clutch housing and not affect power
flow. This is shown in the range reference chart (page 11) as
HELD Holding But Not Effective.
LONG INTERMEDIATE SPRAG CLUTCH RELEASED: (EXAMPLE B)
DIAGONAL The intermediate sprag clutch releases when the sprags pivot
toward their short diagonals. The short diagonal is smaller than
DIRECT CLUTCH
HOUSING (623)
the distance between the inner cam and outer race and the outer
(INNER CAM) race overruns the sprags. This action occurs in Third and Fourth
gears when the intermediate clutch is applied and power flow
EXAMPLE "B"
drives the direct clutch housing clockwise.
INTERMEDIATE The inner cam overruns the intermediate sprag clutch during coast
OUTER SPRAG CLUTCH conditions (throttle released) in Overdrive Range - Second Gear
RACE OVERRUNNING when vehicle speed is greater than engine speed. This causes the
(625) transmission gear sets to be driven by the vehicle drive shaft, and
HELD not the engine, which drives the direct clutch housing clockwise,
overrunning the sprags. However, in Manual Second - Second Gear
the manual 2-1 band assembly (628) is applied to hold the direct
clutch housing and prevent the housing from overrunning the
intermediate sprag clutch during coast conditions.
ROTATING INTERMEDIATE
SPRAG CLUTCH
SHORT RETAINER
DIAGONAL (626)
DIRECT CLUTCH INTERMEDIATE
HOUSING (623) SPRAG CLUTCH
(INNER CAM) OUTER RACE INTERMEDIATE
(625) SPRAG CLUTCH
RETAINER
A damaged intermediate sprag clutch can cause no second gear RETAINING RING
or, no torque in second gear, in overdrive range, manual third, (627)
manual second or manual first.
22 Figure 22
APPLY COMPONENTS
INTERMEDIATE CLUTCH RELEASE: If inoperative the intermediate
CENTER
SUPPORT To release the intermediate clutch, 2nd clutch clutch can cause:
AND RACE fluid exhausts from the piston, through the center no second gear in
ASSEMBLY support bolt and into the transmission case. In overdrive range, manual
(640) the absence of fluid pressure, spring force from third, manual second or
the spring assembly (635) moves the piston away manual first
from the clutch plates. This disengages the steel no third gear in overdrive
REVERSE plates (632) and fiber clutch plate assemblies range or manual third
CENTER APPLY FLUID
LUBE (631) from the backing plate (630) and no fourth gear in
PASSAGE
FLUID disconnects the intermediate sprag clutch outer overdrive range
PASSAGE race from the transmission case. Therefore, the second gear starts
intermediate sprag clutch is no longer effective - soft shifts from second
3RD / REVERSE 2ND CLUTCH
APPLY FLUID APPLY FLUID the outer race will rotate with the direct clutch to first gear
PASSAGE PASSAGE housing when the sprags engage.
Figure 23 23
APPLY COMPONENTS
LOW ROLLER CLUTCH: LOW ROLLER CLUTCH OVERRUNNING: (EXAMPLE B)
The low roller clutch assembly (644) is located between the The low roller clutch overruns when the rollers move down the
reaction carrier assembly (651) and the center support assembly ramp and rotate freely or overrun between the inner race and
(640). The reaction carrier functions as the outer cam for the the outer cam. The circumference of the rollers is smaller than
rollers while the inner race is attached to the center support. The the distance between the inner race and outer cam at the wide
low roller clutch is a type of one-way clutch that prevents the side of the ramp. This action occurs in Second, Third and Fourth
reaction carrier from rotating counterclockwise. The low roller gears when power flow drives the reaction carrier clockwise.
clutch is holding, and effective, when the vehicle is accelerating This causes the rollers to rotate freely and become ineffective.
and the transmission is in Overdrive Range - First Gear. The reaction carrier also overruns the low roller clutch during
coast conditions (throttle released) in Overdrive Range - First
LOW ROLLER CLUTCH HOLDING: (EXAMPLE A) Gear when vehicle speed is greater than engine speed. This
In First gear, power flow attempts to drive the reaction carrier causes the transmission gear sets to be driven by the vehicle
counterclockwise which causes the rollers to move up the ramp drive shaft, and not the engine, which drives the reaction carrier
and wedge between the inner race and outer cam. This action clockwise, overrunning the rollers. However, in Manual First -
locks the reaction carrier to the center support which is splined First Gear, the low and reverse band assembly (657) is applied
to the case and held stationary by the center support bolt (25). to hold the reaction carrier and prevent the carrier from
Therefore, the low roller clutch, being wedged between the overrunning the low roller clutch during coast conditions.
reaction carrier and the center support, holds the reaction carrier
stationary to obtain a First gear ratio through the transmission
gear sets.
EXAMPLE "A" REACTION
REACTION CARRIER ASSEMBLY LOW CARRIER
(OUTER CAM) ROLLER ASSEMBLY
CLUTCH (651)
HOLDING
H EL D
STATIONARY
LOW
ROLLER
CLUTCH
CENTER ASSEMBLY
SUPPORT (644)
AND RACE
ASSEMBLY
(640)
EXAMPLE "B"
REACTION CARRIER ASSEMBLY LOW
(OUTER CAM) ROLLER
CLUTCH
OVERRUNNING
ING
TA T
RO
STATIONARY
CENTER
SUPPORT
AND RACE
ASSEMBLY
(640)
640 644 651
24 Figure 24
APPLY COMPONENTS
LOW AND REVERSE SERVO ASSEMBLY AND
LOW AND REVERSE BAND ASSEMBLY:
74 The low and reverse band servo assembly (61-
74), located in the bottom rear of the
transmission case (7), functions to apply the
low and reverse band assembly (657) and acts
BAND
as an accumulator to cushion intermediate clutch ANCHOR
apply. The low and reverse band assembly is PINS
73
applied when the gear selector is in either (81)
Reverse or Manual First (First gear only). The
low and reverse band assembly is held stationary LOW AND
to the case by two band anchor pins (81) and REVERSE BAND
wraps around the reaction carrier assembly ASSEMBLY
(651). When compressed by the low and reverse (657)
72 band servo assembly, the band holds the reaction
carrier stationary to the case. This creates a
reverse gear ratio (in Reverse) and also prevents
71
the low roller clutch from overrunning during
coast conditions. SELECTIVE
PISTON
87 LOW AND REVERSE BAND SERVO APPLY: PIN PISTON ACCUMULATOR
In Reverse, Rear Band Apply (RBA) fluid is (73) SPRING PISTON
2ND CLUTCH
fed between the low and reverse band servo APPLY FLUID RETAINER SPRING
69 cover (62) and low and reverse band servo (72) (74)
piston (65). RBA fluid pressure forces the piston SERVO
against the servo piston spring (71) and 1-2 ACCUMULATOR PISTON
PISTON INNER CASE SPRING
68 accumulator piston (68), which acts on the low OIL SEAL RING (7) (71)
and reverse accumulator spring (74). This action (69)
moves the servo piston (65) and selective piston REAR BAND
67 pin (73) toward the band. The piston pin 2ND APPLY FLUID
compresses the low and reverse band assembly ACCUMULATOR
FLUID SERVO
around the reaction carrier assembly and holds COVER
88 the carrier stationary to the case. During apply, (62)
SERVO
both springs and the piston pin (being selective PISTON
in length) help control the apply rate of the low ACCUMULATOR
SEAL PISTON OUTER
66 and reverse band assembly. (66) OIL SEAL RING
In Manual First, 2nd accumulator fluid pressure (67)
is present between the case and 1-2 accumulator SERVO SERVO
COVER PISTON
piston (68) and assists spring force. To apply GASKET
PISTON PIN
the low and reverse band servo, RBA fluid SERVO RETAINER SPACER
(63) (87)
65 pressure moves the servo piston (65) and the PISTON RING
(65) (64) ACCUMULATOR
piston pin, as in Reverse, to compress the band
and hold the reaction carrier. 2nd accumulator SERVO 1-2 PISTON
COVER ACCUMULATOR SPRING
64 fluid pressure adds additional control to the BOLT PISTON ASSEMBLY
band apply rate in Manual First. (61) (68) (88)
2ND CL
2ND CL
LOW & REVERSE LOW & REVERSE LOW & REVERSE No servo apply can
BAND SERVO BAND SERVO BAND SERVO cause no reverse/slips
be caused by servo
RBA
RBA
RBA
Figure 25 25
PLANETARY GEAR SETS
PLANETARY GEAR SETS: OVERDRIVE
Planetary gears are used in the HYDRA-MATIC 4L80-E OVERDRIVE CARRIER
OVERRUN ROLLER
transmission as the primary method of multiplying the torque or CLUTCH ASSEMBLY
CLUTCH (514)
twisting force of the engine (reduction). A planetary gear set is HOUSING (512)
also used to reverse the direction of rotation, function as a coupling (504)
for direct drive and provide an overdrive gear ratio. Planetary
gears are so named because of their physical arrangement. The
gears are designed such that several gear teeth are always in
contact, or mesh, at the same time. This design distributes the
energy forces over several gear teeth for greater strength and
eliminates potential clash that is common when gear teeth go in OVERDRIVE
and out of mesh. Another benefit of planetary gear sets is that INTERNAL FORWARD
shafts are generally used for input and output components and can GEAR CLUTCH
OVERDRIVE HOUSING
be arranged on the same axis, thus providing a very compact unit. SUN GEAR OUTPUT (602)
A planetary gear set consists of a center or sun gear, an internal CARRIER
gear (so called because of its internally cut teeth), and a planetary ASSEMBLY
carrier assembly that includes and supports the smaller planet (661)
REACTION SUN
gears called pinions. The HYDRA-MATIC 4L80-E transmission CARRIER GEAR
uses three planetary gear sets: Overdrive, Reaction, and Output. ASSEMBLY (650)
The graphics in Figure 26 show each of these gear sets and their (651) REACTION
respective components while Figure 27 graphically explains how
the planetary gear sets are used in combination to achieve the
appropriate gear ratios.
REDUCTION:
Increasing the torque is known as operating in reduction because REAR
there is a decrease in the speed of the output member proportional OUTPUT INTERNAL
to the increase in the output torque. Stated in another way, with REACTION GEAR
a constant input speed, the output torque increases as output INTERNAL (666)
speed decreases. GEAR OUTPUT
LOW
Reduction occurs in both First and Second gears. In both gears, ROLLER CLUTCH
power flow through the overdrive planetary gear set is a 1:1 ASSEMBLY
direct drive gear ratio. The overdrive roller clutch holds the
overdrive sun gear and overdrive carrier together which causes gears of the output planetary gear set driving at converter turbine
the overdrive internal gear (forward clutch housing - 602) to speed, the output carrier pinions act as wedges and drive the
also turn at the same speed. The output speed of the overdrive output carrier assembly and output shaft to obtain a direct drive
planetary gear set serves as the input speed to the output planetary 1:1 gear ratio through the entire transmission.
gear set internal gear (rear internal gear - 666). OVERDRIVE:
In First gear, the output internal gear drives the output carrier Operating the transmission in Overdrive enables the output speed
pinion gears clockwise which drive the sun gear (650) of the transmission to be greater than the input speed. This
counterclockwise. The sun gear is common to the reaction mode of operation allows the vehicle to maintain a given road
planetary gear set and drives the reaction carrier pinion gears speed with reduced engine speed to improve fuel economy. In
clockwise. The reaction carrier is held stationary by the low Overdrive, the output speed increases while the output torque
roller clutch. This allows the reaction pinion gears to drive the decreases proportionally.
reaction internal gear (output carrier assembly) and output shaft Overdrive occurs in Overdrive Range - Fourth Gear when the
to obtain a First gear reduction of approximately 2.48:1. overdrive sun gear (part of the overrun clutch housing - 504) is
Second gear reduction occurs when the sun gear is held stationary held stationary by the 4th clutch being applied. Therefore, when
by the intermediate clutch. Therefore, when the output carrier the overdrive carrier is driven clockwise by power flow, the
pinion gears are driven clockwise on their pins by the rear overdrive pinion gears rotate clockwise on their pins around the
internal gear (666), the pinion gears walk clockwise around the stationary sun gear. This allows the pinion gears to drive the
stationary sun gear. The pinion gears drive the output carrier overdrive internal gear (forward clutch housing, 602) clockwise
assembly and output shaft clockwise to provide a Second gear and obtain a .75:1 overdrive ratio through the overdrive planetary
reduction of approximately 1.48:1. gear set. Power flow from the forward clutch housing to the
output shaft is identical to Third gear, a direct drive, which provides
DIRECT DRIVE:
an overall transmission gear ratio of approximately .75:1.
Direct drive in a planetary gear set is obtained when any two
members of a planetary gear set rotate in the same direction at REVERSE:
the same speed, thus forcing the third member to rotate at that A planetary gear set reverses the direction of power flow rotation
speed. In this mode of operation the pinion gears do not rotate when the carrier assembly is held stationary and power is applied
on their pins, but act as wedges to drive the entire gear set as to the sun gear. This causes the pinion gears to act as idler gears
one unit. Thus, the output speed of the transmission is the same and drive the internal gear in the opposite direction.
as the input speed from the torque converter turbine. Output Reverse occurs when the low and reverse band (657) is applied
speed will equal engine speed when the torque converter clutch to hold the reaction carrier stationary while the direct clutch is
is applied (see torque converter, page 12). applied to supply clockwise power flow to the sun gear (650).
Direct drive occurs in Third gear when the direct clutch is Note that power flow through the overdrive planetary gear set is
applied. Power flow from the overdrive planetary gear set and direct drive as in First, Second and Third gears. The sun gear
forward clutch housing is then transferred to both the sun gear drives the reaction pinion gears counterclockwise which drive
(650) and output internal gear (rear internal gear - 666). Note the reaction internal gear (output carrier assembly, 661)
that power flow through the overdrive gear set is a direct drive counterclockwise. This provides a reversal of direction to the
as in First and Second gears. With both the sun gear and internal output shaft and an approximate gear ratio reduction of 2.08:1.
26 Figure 26
PLANETARY GEAR SETS
REACTION PLANETARY GEARSET
(SUN GEAR DRIVING, CARRIER
HELD, INTERNAL GEAR DRIVEN
IN OPPOSITE DIRECTION)
PLANETARY
GEARSET GEARSET
REVERSAL
CT AR
SECOND GEAR
REDUCTION
HELD
FOURTH GEAR
OVERDRIVE
Figure 27 27
HYDRAULIC CONTROL COMPONENTS
The previous sections of this book were used to hydraulic system will be presented. These hydraulic
describe some of the mechanical component control components apply and release the clutch
operations of the Hydra-matic 4L80-E. In the packs and bands to provide automatic shifting of
Hydraulic Control Components section a detailed the transmission.
description of individual components used in the
OIL PUMP
ASSEMBLY
(4) LOW AND REVERSE
BAND SERVO
4TH CLUTCH ASSEMBLY
ACCUMULATOR (61-74)
3RD CLUTCH
ACCUMULATOR
MANUAL 2-1
BAND SERVO
ASSEMBLY
(55-60)
CONTROL
VALVE
ASSEMBLY
(44)
28 Figure 28
HYDRAULIC CONTROL COMPONENTS
OIL PUMP ASSEMBLY
OIL PUMP OIL PUMP
SEAL PUMP
BODY COVER
(5) (206)
OUTLET (203) OUTLET
(LINE) DRIVEN (LINE)
DRIVE
GEAR GEAR
(204) (205) STATOR
SHAFT
(235)
CONVERTER
HUB
NOTCH
CRESCENT
INTAKE
(SUCTION) INTAKE
(SUCTION)
OUTLET
DRIVE The oil pump assembly (204) contains a positive displacement
GEAR
DRIVEN (205) internal-external gear type pump located in the oil pump body
LINE
GEAR (203). This spur gear type pump assembly consists of a pump
(204) drive gear (205) that has gear teeth in constant mesh with the
teeth on one side of the pump driven gear. On the opposite side
SUCTION
As the gears rotate towards the wide portion of the crescent,
INTAKE volume is positively displaced, thereby creating a vacuum (low
atmospheric pressure) at the pump intake port. This vacuum
allows the higher atmospheric pressure acting on the fluid in the
bottom pan (28) to force fluid through the filter assembly (31)
CRESENT
and into the suction side of the pump. Through the rotation of
the gears, the gear teeth carry the transmission fluid beyond the
PUMP ASSEMBLY
Figure 29 29
HYDRAULIC CONTROL COMPONENTS
PRESSURE REGULATION
In order to pressurize the volume of fluid that the pump delivers The pressure regulator valve (231) is constantly regulating pump
to the hydraulic system, there needs to be a restriction in the line volume into line fluid pressure required to operate the
fluid passage. The primary restricting component that is used to transmission properly. When higher pressures are required,
control line pressure is the pressure regulator valve (231). Fluid torque signal fluid acting on the end of the reverse boost valve
from the pump is directed through an orifice cup plug (236), (228) increases pressure in response to changes in the variable
located in the pump cover (206), to the top of the pressure force motor (320). Torque signal fluid pressure combines with
regulator valve. The larger surface area at the top of the valve spring force from the pressure regulator spring (230) and moves
allows line pressure to move the valve downward. the reverse boost valve towards the pressure regulator valve.
The pressure regulator valve then regulates pump output at this
As fluid pressure builds, the pressure regulator valve moves against higher level (see example B).
the force of the pressure regulator spring (230), allowing line
fluid pressure to pass between two lands and enter the converter Line pressure is also boosted in a similar manner during Reverse
feed circuit (see example A). Line fluid pressure continues to gear operation. When Reverse (R) gear is selected, reverse fluid
increase until the pressure regulator valve travels far enough feeds between two lands on the reverse boost valve and moves
against the calibrated spring force to open the suction circuit to the valve towards the pressure regulator valve, thereby boosting
line pressure. This allows excess line pressure (between the line pressure.
lands) to feed into the suction passage back to the pump.
When this occurs, pump output capacity is regulated to maintain
a proper line pressure in order to operate the transmission. Pressure Regulator Related
Diagnostic Tips
A stuck or damaged pressure regulator valve could cause:
High or low line pressure
Slipping clutches or bands or harsh apply
Transmission overheating
Low or no cooler/lube flow
ORIFICE ORIFICE
CUP PLUG CUP PLUG
(236) (236)
LINE LINE
PRESSURE REG
PRESSURE REG
SUCTION SUCTION
LINE LINE
SUCTION
CONV FD
SUCTION CONV FD
PUMP ASSEMBLY PUMP ASSEMBLY
EX EX
LINE LINE
BOOST
BOOST
LINE
LINE
REVERSE
REVERSE
TORQUE SIGNAL
(FROM SUMP)
(FROM SUMP)
TORQUE SIGNAL
FILT ACT FD
PRESSURE PRESSURE
CONTROL CONTROL
SOLENOID SOLENOID
VALVE (320) VALVE (320)
EX
EX
30 Figure 30
HYDRAULIC CONTROL COMPONENTS
VALVES LOCATED IN THE OIL PUMP ASSEMBLY
Torque Converter Clutch (TCC) Enable Valve (217): Converter Limit Valve (214):
With the TCC released, regulated converter feed fluid passes Allows converter feed pressure from the pressure regulator valve
through the valve and enters the TCC enable circuit to keep the (231) to enter the regulated converter feed circuit. It also limits
TCC shift valve in the release position. When the TCC applies, converter feed pressure to a maximum of 641-738 kPa (93-
TCC signal fluid moves the valve against spring force to block 107 psi). Above this pressure, orificed regulated converter feed
regulated converter feed fluid and allow TCC enable fluid to fluid acting on the end of the valve moves the converter limit
exhaust at the valve. valve against spring force. This opens converter feed fluid to
exhaust and prevents regulated converter feed pressure from
If stuck, missing or binding, the TCC enable valve or increasing above the maximum.
spring may cause incorrect TCC apply or release.
If stuck, missing or binding, the converter
limit valve or spring may cause:
EX EX
Inadequate lubrication
RELEASE
APPLY/RETURN
CO
Incorrect TCC apply or release
FRONT LUBE
NV Converter ballooning
LIM
IT
CON
REG V FD
EX CON
V FD
TC
EX
C
DRIVE
EN
E
BL
A
A AIR
BL
C EN
TC BLEED
OVERRUN CLUTCH (210)
AL E
IGN AS URN
CS LE LINE
TC RE /RET E BE
Y
TC
PRESSURE REG
FR
NA
SUCTION
REG CONV FD
CONV CLUTCH SHIFT
LINE
CONV FD
TCC SIGNAL
REL
R CONV FD
EX
COOLER
APP/RET LINE
PUMP
COVER
(206)
(a) the converter feed circuit which sends
fluid to the converter limit valve (214)
and, (b) to the pump suction circuit to
Torque Converter Clutch (TCC) Shift Valve (223): regulate pump output.
To keep the converter clutch released, the TCC shift valve is
If stuck, missing or binding, the pressure regulator valve
held in the release position by spring force and TCC enable
fluid pressure. This allows regulated converter feed fluid to pass or spring may cause:
through the valve and enter the converter clutch release circuit. High or low line pressure
Slipping clutches or bands or harsh apply
Apply/return fluid from the torque converter also passes through
the valve and enters the cooler circuit. Transmission overheating
Low or no cooler/lube flow
To apply the torque converter clutch (TCC), TCC enable fluid
exhausts and the valve is shifted by TCC signal fluid pressure, Reverse Boost Valve (228):
allowing regulated apply fluid to enter the apply/return circuit. Activated by torque signal fluid pressure from the variable force
Regulated converter feed fluid passes through the valve to enter motor (320), it moves against the pressure regulator valve spring
the cooler passage. Also, release fluid from the torque converter (230). This movement forces the pressure regulator valve to move
passes through the valve and enters the TCC enable circuit to against fluid supply from the pump, thereby boosting line pressures
exhaust at the TCC enable valve. in relation to engine torque. When Reverse gear range has been
selected, reverse fluid pressure also forces the valve to move
If stuck, missing or binding, the TCC shift valve or spring toward the pressure regulator valve to boost line pressure.
may cause:
Incorrect TCC apply or release If stuck, missing or binding, the reverse boost valve or
Inadequate lubrication spring may cause high or low line pressure.
Figure 31 31
HYDRAULIC CONTROL COMPONENTS
VALVES LOCATED IN THE CONTROL VALVE BODY
Accumulator Valve (331): Pressure Control (PC) Solenoid Valve Assembly (320):
The accumulator valve is biased by torque signal fluid, orificed Controlled by the PCM, it provides controlled torque signal fluid
accumulator fluid and spring force from the accumulator valve pressure to the reverse boost valve (228) and the accumulator
spring (330). It regulates drive fluid pressure into the accumulator valve (331). (See the Electrical Components Section for additional
fluid circuit. It also, regulates accumulator fluid pressure exhaust information.)
as the 1-2, 3rd or 4th accumulator pistons are stroked during their
respective shifts. During Manual First (1) gear operation, lo fluid A leaking/damaged o-ring or bad electrical connection can
pressure moves the valve to its maximum amount of travel against cause high or low line pressure.
the accumulator valve spring force allowing drive fluid to enter
the accumulator passage without regulation. (See Accumulator
descriptions on page 34 and 35)
Manual Valve (319):
If stuck, missing or binding, the accumulator valve or spring The manual valve is fed by line pressure from the pressure regulator
could cause harsh or soft 1-2, 2-3 or 3-4 upshifts. valve (231) and is mechanically linked to the gear selector lever.
When a gear range is selected, the manual valve directs line pressure
into the various circuits by opening and closing feed passages. The
circuits that are fed by the manual valve are: Reverse, PRN, PRND4,
PRND43, Drive, D321, D21 and Lo.
Actuator Feed Limit Valve (328):
Controlled by the force from the actuator feed limit valve spring Stuck, misaligned or damaged, the manual valve and linkage
(327), it limits line pressure to a maximum of 724862 kPa (105 could cause:
125 psi) as it passes through the valve and enters the actuator feed
circuit. Above the maximum pressure, orificed actuator feed fluid No reverse or slips in reverse
pressure acting on the end of the valve moves it against spring No first gear or slips in first gear
force, thereby blocking line pressure and opening actuator feed to No fourth gear or slips in fourth gear
exhaust. Actuator feed pressures will normally equal line pressure No Park
when line pressure is below the calibrated limiting values. No engine compression braking in all manual ranges
Drives in Neutral
If stuck in the exhaust position, the actuator feed limit valve No gear selections
or spring could cause 2nd gear only and low line pressure. Shift indicator indicates wrong gear selection
Torque Converter Clutch (TCC) Regulator Apply Valve (324): 2-3 SHIFT VALVE TRAIN (309-312)
It is controlled by TCC signal fluid pressure on one side of the valve
and spring force from the TCC regulator apply valve spring (325) 2-3 Shift Solenoid (SS) Valve Assembly (311):
and orificed regulated apply pressure at the other end. When the An ON/OFF type solenoid that receives its voltage supply through
TCC PWM solenoid valve assembly is energized and TCC signal the ignition switch. The PCM controls the solenoid by providing a
fluid pressure is present, it regulates line fluid pressure into the ground to energize it in Third and Fourth Gear Range operation.
regulated apply fluid passage. When energized (ON), its exhaust port closes and 2-3 signal fluid
pressure increases. 2-3 signal fluid pressure acts on both the 1-2 and
Stuck in the release position would cause no TCC/slip or 2-3 shift valves to help control the shift valve positioning for the
soft apply. appropriate gear range. When de-energized (OFF), 2-3 signal fluid
exhausts through the solenoid to create low pressure in the 2-3 signal
Stuck in the apply position would cause apply fluid to circuit. (See the Electrical Components Section for more detail.)
exhaust and an overheated torque converter.
2-3 SS valve stuck off or leaking could cause no 3rd gear.
32
HYDRAULIC CONTROL COMPONENTS
VALVES LOCATED IN THE CONTROL VALVE BODY
2-3 Shift Valve (312): on both the 1-2 and 3-4 shift valves to help control the shift valve
Responds to 2-3 signal fluid pressure, actuator feed fluid pressure, positioning for the appropriate gear range. When de-energized
D21 fluid pressure and force from the 2-3 shift valve spring (309). (OFF), 1-2 signal fluid exhausts through the solenoid to create low
Depending on the transmission gear range operation and the 2-3 pressure in the 1-2 signal circuit. (See the Electrical Components
shift solenoid valve state, the valve directs PRND4 fluid into the Section for more detail.)
4th clutch feed circuit and 2-3 drive fluid into the front band apply
(FBA) or 3rd clutch feed circuits. When downshifted, the valve 1-2 SS valve stuck off or leaking could cause 2nd or 3rd
opens FBA and 3rd clutch feed fluids to exhaust. gear only condition.
2-3 shift valve stuck in the upshift position could cause 3rd 1-2 SS valve stuck on could cause 1st and 4th gears only.
or 4th gear only.
2-3 shift valve stuck in the downshift position could cause 1-2 Shift Valve (314):
no 3rd gear. Responds to 1-2 signal fluid pressure, actuator feed fluid pressure,
2-3 signal fluid pressure and force from the 1-2 shift valve return
spring (315). Depending on the transmission gear range operation,
1-2 shift solenoid valve and 2-3 shift solenoid valve operating
states, the valve directs reverse fluid through the valve or drive
1-2 SHIFT VALVE TRAIN (310, 313-315) fluid into the 2-3 drive fluid circuit. When downshifted, the valve
1-2 Shift Solenoid (SS) Valve Assembly (313): opens 2-3 drive fluid to exhaust.
An ON/OFF type solenoid that receives its voltage supply through
the ignition switch. The PCM controls the solenoid by providing a 1-2 shift valve stuck in the upshift position could cause no
ground to energize it in: Park, Reverse, Neutral, First and Fourth 1st gear.
Gear operation. When energized (ON), its exhaust port closes and
1-2 signal fluid pressure increases. 1-2 signal fluid pressure acts 1-2 shift valve stuck in the downshift position could cause
no 2nd or slips in 2nd gear.
D 21
D 21
D 21
PRN
TORQUE SIG
4TH CL FD
TORQUE SIG ORIF EX
4TH CL
DRIVE
ACCUMULATOR
ORIFICED ACCUM
ACCUM 3-4 SHIFT
TORQUE SIGNAL
2-3 SIGNAL
EX
EX
D21
2-3 SIGNAL
D 21
LINE
EX
2-3 SOL
TCC SIGNAL
EX EX 2-3 SHIFT VALVE EX
ORIFICED EX N.O.
EX
FILTERED 2-3 DRIVE 2-3 SIGNAL
PRN
FBA
EX
TCC (PWM)
SOLENOID ORIFICED EX ACTUATOR FEED
VALVE EX TCC REG ACTUATOR FEED
(323)
LINE
ACTR FD
REVERSE
2-3 SIG
REGULATED APPLY
ORIFICED REG APPLY 2-3 DRIVE
REV
VALVE (320)
PRN
EX
D 21
ACTR FD
ACTUATOR FD
FILTERED ACTR FD
EX
DRIVE
MANUAL VALVE
PRND43
REVERSE
LO
PRND4
PRND4
REVERSE
D321
DRIVE
LINE
FILTER
P RND (317)
LUBE
D
2
1 LUBE
REAR
PIPE
(39)
Figure 32 33
HYDRAULIC CONTROL COMPONENTS
ACCUMULATORS
53
An accumulator is a spring-loaded device that absorbs a certain
amount of fluid pressure in a circuit and cushions the clutch
402 engagement according to engine torque. The clutch apply fluid
pressure on one side of an accumulator piston strokes the piston
against accumulator spring force and accumulator fluid pressure
on the opposite side of the piston. When this sequence of events
occurs, the accumulator acts like a shock absorber by controlling
the rate of accumulator fluid exhaust.
51
In the HYDRA-MATIC 4L80-E, accumulators are used in the 2nd
3rd and 4th clutch apply circuits to control shift feel. During the
apply of a clutch, apply fluid overcomes the clutch piston return
spring force and begins to compress the clutch plates. When the
clearance between the clutch plates is taken up by clutch piston
408 travel and the clutch starts to hold, fluid pressure in the circuit
builds up rapidly. The accumulator assembly, using accumulator
406 spring force and accumulator fluid pressure, is designed to absorb
some of the clutch apply fluid pressure to allow for a more gradual
apply of the clutch. Without an accumulator in the circuit, this
407
rapid buildup of fluid pressure would cause the clutch to grab very
quickly and create a harsh shift.
405
The force of the accumulator spring and accumulator fluid
controls the rate at which the clutch is applied. At minimum or
404 light throttle, engine torque is at minimum and the clutch requires
404
less apply force. At heavy throttle, the engine develops a large
amount of torque which requires a greater apply pressure to
hold the clutch. To accommodate these various conditions, the
49 accumulator valve (331) regulates accumulator fluid pressure
proportional to throttle position in order to control shift feel in
50
the transmission. At greater throttle positions, accumulator fluid
pressures increase, thereby creating less cushion for the clutch
apply fluid during an upshift. Remember that torque signal fluid
acting on the accumulator valve (331) is regulated according to
engine torque by the pressure control (PC) solenoid valve (320).
3RD CLUTCH ACCUMULATOR ASSEMBLY:
3RD CLUTCH
4TH CL
4TH EX piston spring (50). The 3rd accumulator assembly is the primary
ACCUMULATOR 3RD device for controlling the shift feel of the 2-3 shift.
ACCUMULATOR
Upshift Control:
During a 2-3 upshift (as shown in the Figure), 3rd clutch fluid is
routed through the accumulator housing and to the 3rd accumulator
TORQUE SIGNAL
in the 3rd clutch fluid circuit strokes the 3rd accumulator piston
FILTERED ACTUATOR FEED
against 3rd accumulator fluid pressure and force from the 3rd
4TH ACCUM
3RD ACCUM
TORQUE SIG
fluid unseats the #5 ball check valve and is routed into the accumulator
circuit and orificed accumulator circuit. Orificed accumulator fluid
pressure assists accumulator valve spring (330) force to move the
PRESSURE
CONTROL accumulator valve regulates this excess accumulator fluid into the lo
fluid circuit to exhaust at the manual valve.
SOLENOID
VALVE (320)
EX
6 Downshift Control:
During a 3-2 downshift, 3rd clutch fluid exhausts from the 3rd
ACCUM
#5 A leak at the accumulator and fills the 3rd accumulator with fluid. 3rd accumulator fluid
TORQUE SIG
3RD ACCUMULATOR
piston seal or porosity in pressure and spring force move the piston to assist 3rd clutch
the accumulator housing fluid exhaust. Orificing the accumulator fluid helps control the
DRIVE
9 could cause no 3rd gear/ rate at which 3rd accumulator fluid fills the 3rd accumulator and
the rate at which 3rd clutch fluid exhausts. If 3rd clutch fluid
ACCUM A stuck accumulator piston circuit because of the orificed exhaust of 3rd clutch fluid at the
2-3 shift valve. This would cause the direct clutch to release too
34 Figure 33
HYDRAULIC CONTROL COMPONENTS
4TH CL
4TH CLUTCH ACCUMULATOR ASSEMBLY: 3RD CLUTCH
The 4th clutch accumulator assembly is also located in the
accumulator housing (51) and consists of the 4th accumulator EX
piston (407) and piston spring (49). The 4th accumulator assembly 4TH 3RD
is the primary device for controlling the shift feel of the 3-4 shift. ACCUMULATOR ACCUMULATOR
Upshift Control:
The 4th accumulator assembly operates identical to the 3rd clutch
accumulator assembly except that it responds to 4th clutch fluid
pressure and 4th accumulator fluid pressure. During a 3-4 upshift,
4th clutch fluid is routed through the accumulator housing and to
4TH ACCUM
TORQUE SIG
the 4th accumulator piston as the 4th clutch is applied. The rapid
pressure build up in the 4th clutch fluid circuit strokes the 4th
accumulator piston against 4th accumulator fluid pressure and 3RD ACCUM
force from the 4th accumulator spring. This action absorbs some
of the 4th clutch fluid pressure to cushion the 4th clutch apply.
As 4th clutch fluid pressure moves the 4th accumulator piston,
some 4th accumulator fluid is forced out of the 4th accumulator.
ACCUMULATOR
This fluid unseats the #6 ball check valve and is routed into the
TORQUE SIG
6
accumulator circuit and orificed accumulator circuit. Orificed
ORIFICED ACCUM
DRIVE
accumulator fluid pressure assists accumulator valve spring (330)
force to move the accumulator valve (331) against torque signal
fluid pressure. The accumulator valve regulates this excess
accumulator fluid into the lo fluid circuit to exhaust at the ACCUM
manual valve.
ACCUM
LO
Downshift Control: A leak at the accumulator
4TH ACCUMULATOR
During a 4-3 downshift, 4th clutch fluid exhausts from the 4th piston seal or porosity in #6
accumulator assembly. The function of the #6 ball check valve the accumulator housing
is similar to that of the #5 ball check valve (see 3rd Clutch could cause no 4th gear/
Accumulator Downshift Control). The #6 ball check valve slips in 4th gear 8
helps control the exhaust of 4th clutch fluid from the 4th
accumulator and the release of the 4th clutch. A stuck accumulator piston
would cause harsh shifts
2ND CL
1-2 shift. servo piston could cause no
2nd gear/slips in 2nd gear
Upshift Control:
During a 1-2 upshift, 2nd clutch fluid is routed between the 1-2 A stuck accumulator piston
accumulator piston and the low and reverse band servo piston would cause harsh shifts
(65) as the intermediate clutch is applied. The rapid pressure
build up in the 2nd clutch fluid circuit strokes the 1-2 accumulator
piston against 2nd accumulator fluid pressure and force from the
2nd clutch fluid pressure to cushion the intermediate clutch apply.
As 2nd clutch fluid pressure moves the 1-2 accumulator piston,
some 2nd accumulator fluid is forced out of the low and reverse #2
band servo assembly. This fluid is routed into the accumulator LOW & REVERSE
circuit and orificed accumulator circuit. Orificed accumulator BAND SERVO
pressure. The accumulator valve regulates this excess accumulator
fluid into the lo fluid circuit to exhaust at the manual valve.
Downshift Control:
ACCUMULATOR
ACCUMULATOR
accumulator fluid through an orifice when filling the 1-2
6
accumulator. Similar to the function of the #5 (3rd accumulator)
and #6 (4th Accumulator) ball check valves, the #2 ball check ORIFICED ACCUM
DRIVE
valve helps control the exhaust of 2nd clutch fluid from the low
for specific application information. ACCUMULATOR
LO
Figure 34 35
HYDRAULIC CONTROL COMPONENTS
BALL CHECK VALVES LOCATION AND FUNCTION
#1 OVERRUN CLUTCH: #7 LO/REVERSE:
Located in the transmission case, it seats to force D321 fluid Located in the control valve assembly, it allows either lo fluid
through orifice 1 on the spacer plate and into the overrun clutch (in Manual First) or reverse fluid (in Reverse) to enter the rear
fluid circuit. This helps control the apply rate of the overrun band apply circuit while blocking the other fluid circuit.
clutch. When the overrun clutch releases, exhausting overrun
clutch fluid unseats, and flows past, the #1 ball check valve and
into the D321 fluid circuit. This allows for a faster exhaust of
overrun clutch fluid and a quick release of the overrun clutch.
#8 3RD CLUTCH:
Located in the transmission case, it seats to force 3rd clutch feed
fluid through orifice 11 and into the 3rd clutch circuit. This
helps control the apply rate of the direct clutch in Third gear.
#2 2ND ACCUMULATOR (Used Only On Some Models): When the direct clutch releases, exhausting 3rd clutch fluid
Located in the transmission case, it seats to force accumulator unseats, and flows past, the #8 ball check valve and into the 3rd
fluid through orifice 14 before entering the 1-2 accumulator clutch feed circuit. This allows for a faster exhaust of 3rd clutch
circuit and filling the 1-2 accumulator. This helps control the fluid and a quick release of the direct clutch.
rate at which 2nd clutch fluid exhausts from the low and reverse
band servo and the release rate of the intermediate clutch. Refer
to the 1-2 Accumulator explanation on page 35 for more detail.
#9 REVERSE:
Located in the transmission case, it seats to force reverse fluid
through orifice 16 to help control the apply rate of the direct
#3 FRONT BAND APPLY: clutch in Reverse. When the direct clutch releases, exhausting
Located in the transmission case, it seats to force front band reverse fluid unseats, and flows past, the #9 ball check valve.
apply (FBA) fluid through orifice 12 to help control the apply This allows for a faster exhaust of reverse fluid and a quick
rate of the manual 2-1 band assembly. When the band releases, release of the direct clutch.
exhausting FBA fluid unseats, and flows past, the #3 ball check
valve. This allows for a faster exhaust of FBA fluid and a quick
release of the manual 2-1 band assembly.
36
HYDRAULIC CONTROL COMPONENTS
BALL CHECK VALVES LOCATION AND FUNCTION
ACCUMULATOR
OVERRUN CLUTCH #2
40
26j
#11
26i
40
1 14
28
28
39b
39a
#1
D321 2ND ACCUM
2-3 DRIVE
2ND CLUTCH
FBA
#3
(Case Side)
24c 23
12
#10 #1 #8 #3 #4
#4
31c
31b
24b
23
ACCUM ACCUM
#5 #6
26c
26f
26e
26d
9 8
32
32
38
38
#6 #5 #2 #9
ACCUMULATOR CASE (7)
HOUSING (51) (Control Valve Body Side)
3RD CLUTCH FEED
REVERSE
4TH CLUTCH
3RD/REVERSE
REVERSE
#8 #10
3RD CLUTCH
33a
REVERSE
33b
#9
43h
11 10
43g
34
34
37c
37d
#7 16
REVERSE
LO
3RD CLUTCH
#11
REAR BAND APPLY 4TH CLUTCH
Figure 35 37
HYDRAULIC CONTROL
NOTES COMPONENTS
38
ELECTRICAL COMPONENTS
The Hydra-matic 4L80-E transmission incorporates electronic valve cannot apply the TCC. This allows the vehicle to be
controls that utilize the powertrain control module (PCM) (see operated safely, despite the disabled electronic controls, until
Note below) to control shift points (through shift solenoid valves), the condition can be corrected.
torque converter clutch (TCC) apply and release [through the
Another feature of the Hydra-matic 4L80-E is the hydraulic
torque converter clutch pulse width modulated (TCC PWM)
override of the electronic control system in Manual Third and
solenoid] and line pressure [through the pressure control (PC)
Manual Second. In the Manual gear ranges, the PCM controls
solenoid valve]. Electrical signals from various sensors provide
the shift solenoid valves in the same manner as in Overdrive
information to the PCM about vehicle speed, throttle position,
Range. However, when Manual Third is selected, the hydraulic
engine coolant temperature, transmission fluid temperature, gear
system prevents the transmission from shifting into Fourth gear
range selector position, engine speed, converter turbine speed,
regardless of the solenoid states and vehicle operating conditions.
engine load and braking. The PCM uses this information to
Similarly, in Manual Second the hydraulic system prevents the
determine the precise moment to upshift or downshift, apply or
transmission from shifting into either Third or Fourth gear
release the TCC and what fluid pressure is needed to apply the
regardless of solenoid states. However, in Manual First the
clutches or bands. This type of control provides consistent and
gear selection is completely electronic for safety and durability
precise shift points and shift quality based on the operating
reasons. This means the PCM must electronically command the
conditions of the vehicle.
solenoids to be in a First gear state for the transmission to
If for any reason the entire electronic control system of the downshift into First gear when Manual First is selected.
transmission becomes disabled, both of the shift solenoid valves Note: Some models utilize a Vehicle Control Module (VCM
will be de-energized (turned OFF). This failsafe mode or a Transmission Control Module (TCM) instead of a PCM.
operating state of the solenoids forces the transmission to operate The VCM or TCM functions similar to the PCM but does
in Second gear regardless of other vehicle operating conditions incorporate some different controls. However, throughout
when the gear selector is in a forward drive range. Also, in this publication only the PCM is referenced for simplicity.
failsafe mode the PC solenoid valve is turned off which Refer to the appropriate General Motors Service Manual for
increases line pressure to a maximum and the TCC PWM solenoid a description of TCM controls.
F G ALDL PCM
3 4 D A B 2 1 C H
E I
INPUTS OUTPUTS
INFORMATION SENSORS ELECTRONIC CONTROLLERS ELECTRONICALLY CONTROLLED
A. TRANSMISSION FLUID PRESSURE (TFP) TRANSMISSION COMPONENTS
POWERTRAIN CONTROL
MANUAL VALVE POSITION SWITCH MODULE (PCM) OR 1. 1-2 SHIFT SOLENOID (SS) VALVE
B. TRANSMISSION INPUT SPEED
VEHICLE CONTROL
SENSOR (A/T ISS) MODULE (VCM) OR 2. 2-3 SHIFT SOLENOID (SS) VALVE
C. TRANSMISSION OUTPUT SPEED
TRANSMISSION CONTROL 3. TORQUE CONVERTER CLUTCH
SENSOR (A/T OSS)
MODULE (TCM) PULSE WIDTH MODULATED
D. TRANSMISSION FLUID (SEE NOTE ABOVE) (TCC PWM) SOLENOID
TEMPERATURE (TFT) SENSOR
E. ENGINE COOLANT TEMPERATURE ASSEMBLY LINE DIAGNOSTIC LINK 4. PRESSURE CONTROL (PC)
(ECT) SENSOR (ALDL) SOLENOID VALVE
F. THROTTLE POSITION (TP) SENSOR
G. ENGINE SPEED SENSOR
H. BRAKE SWITCH
I. A/C REQUEST SWITCH
Figure 36 39
ELECTRICAL COMPONENTS
Transmission Fluid Pressure Manual Valve Position Switch (40):
REVERSE PRND43 LO THREE PIN
INDICATOR INDICATOR INDICATOR CONNECTOR
The transmission fluid pressure (TFP) manual valve position switch
SWITCH SWITCH SWITCH is attached to the control valve assembly and consists of five
normally open (N.O.) fluid pressure switches. Various fluid
A pressures are fed from the manual valve to the switches (see
B
C hydraulic circuit below) depending on gear selector and manual
valve positioning. These fluid pressures determine the digital
logic at the electrical pins (A, B and C) in the TFP manual valve
position switch three pin connector. This logic is used by the
PCM to determine manual valve position and the gear range (P, R,
N D , D, 2, 1) the transmission is operating in. The electrical
schematic and table below show the circuitry and logic used at the
TFP manual valve position switch and electrical connector to
TRANSMISSION signal the powertrain control module (PCM) which range the gear
FLUID PRESSURE selector lever is in.
MANUAL VALVE PRND4 DRIVE
POSITION SWITCH INDICATOR INDICATOR
(40) SWITCH SWITCH Fluid Pressure Switch Operation:
The fluid pressure switches in the TFP manual valve position
switch are normally open (contacts not touching) when no fluid
pressure is present, thereby stopping electrical current at the
Body Fluid
Seal
Body Fluid
Seal switch. When fluid pressure is routed to the switch, it moves the
diaphragm and upper contact such that the contact element touches
Diaphragm Diaphragm
Contact Contact both the positive (+) contact and the ground ( ) contact. This
+ + creates a closed circuit and allows current to flow from the
positive contact and through the switch. Depending on the circuit,
Contact Contact Ground Contact Contact Ground
the closed switch may provide a ground path from one of the
Element Element three electrical pins.
NO PRESSURE PRESSURIZED Example: (Manual Third Range)
The hydraulic and electrical schematics below are shown in the
Manual Third position. The Drive and PRND43 switches are
pressurized in Manual Third, thereby closing these switches and
SWITCH LOGIC ENGINE OFF allowing current to flow from Pin C to ground. This changes the
A B C
digital logic at Pin C to a 0 and, with digital logic at Pin A and
REV
D3
PRND4
D4
DRIVE
Pin B being 1, signals the PCM that the transmission is in
Switch
(N.O.)
Switch
(N.O.)
Switch
(N.O.)
Manual Third gear range. For Pin A to connect to ground, either
D2
the Reverse or Lo pressure switches must be energized. For Pin
LO PRND43 Automatic Transmission
Fluid Pressure (TFP)
B to connect to ground, the PRND4 pressure switch must be
Switch Switch
(N.O.) (N.O.) Manual Valve pressurized in addition to the PRND43 switch.
Position Switch
ACTUATOR FEED
EX
FILT ACTR FD
*: 1 = Pressurized
EX
PRND43
LINE
LO
PRND4
PRND4
REVERSE
DRIVE
FILTER
0 = Open (Resistance >50k ohms, 12 volts)
LUBE
P RND (317)
D
2 LUBE
REAR
1
PIPE
DRIVE
(39)
SWITCH LOGIC MANUAL THIRD (D3) (Engine Running) PRND43
A B C
LO
D3 D4
PRND43
TFP
DRIVE
D2 REV ALL LO
Automatic Transmission PRND43
LO PRND43
Fluid Pressure (TFP)
SWITCHES
N.O.
SWITCH
Switch Switch
(N.O.) (N.O.) Manual Valve PRND4 DRIVE
Position Switch REV
PRND4 PRND4
40 Figure 37
ELECTRICAL COMPONENTS
TRANSMISSION SPEED SENSORS
Automatic Transmission Output (Shaft) Speed
(A/T OSS) Sensor (22):
ROTOR The A/T OSS sensor is a variable reluctance magnetic pickup
(RELUCTOR) located in the rear of the transmission case. This sensor is
mounted in the case opposite the vehicle speed sensor reluctor
O-RING ring (660) that is pressed onto the output carrier assembly (661).
SEAL The sensor consists of a permanent magnet surrounded by a coil
of wire. As the output carrier and vehicle speed sensor reluctor
ring rotate, an alternating current (AC) is induced in the coil
from the teeth on the vehicle speed sensor reluctor ring passing
by the magnetic pickup. Therefore, whenever the vehicle is
moving, the A/T OSS sensor produces an AC voltage signal
proportional to vehicle speed. This signal is sent to either the
DRAC (Digital Ratio Adapter Controller) or the PCM depending
on model application. Refer to the appropriate General Motors
Service Manual for specific application.
Vehicle Speed Sensor Circuit Low will set DTC P0502 and the
LOW SPEED HIGH SPEED
PCM will command the following default actions:
5.0
Freeze shift adapts.
OUTPUT VOLTS
Input Speed Sensor Circuit Intermittent will set DTC P0716 and
the PCM will command the following default actions:
Freeze shift adapts.
Maximum line pressure.
DTC P0716 stores in PCM history.
Input Speed Sensor Circuit Low will set DTC P0717 and the
PCM will command the following default actions:
Freeze shift adapts.
Maximum line pressure.
DTC P0717 will be stored in PCM history.
Figure 38 41
ELECTRICAL COMPONENTS
Automatic Transmission Fluid Temperature (TFT) Sensor:
The TFT sensor is part of the transmission wiring harness
assembly (34). The TFT sensor is a resistor, or thermistor,
which changes value based on temperature (see chart). The
sensor has a negative-temperature coefficient. This means that
PROBE BODY CONNECTOR as the temperature increases, the resistance decreases, and as the
temperature decreases the resistance increases. The PCM
supplies a 5-volt reference signal to the sensor and measures the
voltage drop in the circuit. When the transmission fluid is cold
the sensor resistance is high and the PCM detects high signal
voltage. As the fluid temperature warms to a normal operating
temperature, the resistance becomes less and the signal voltage
decreases. The PCM uses this information to control shift quality
and torque converter clutch apply.
133
TFT Sensor Circuit Low will set DTC P0712 and the PCM will
command the following default actions:
Freeze shift adapts.
Defaults the TFT to 140C (284F) for shift
scheduling (hot mode pattern).
DTC P0712 stores in PCM history.
TFT Sensor Circuit High will set DTC P0713 and the PCM will
command the following default actions:
Freeze shift adapts.
Defaults the TFT to 140C (284F) for shift
scheduling (hot mode pattern).
DTC P0713 stores in PCM history.
42 Figure 39
ELECTRICAL COMPONENTS
SHIFT SOLENOID VALVES O-RING METERING SPRING PLUNGER CONNECTOR
The Hydra-matic 4L80-E uses two electronic shift solenoid valves BALL
(1-2 and 2-3) to control upshifts and downshifts in all forward
gear ranges. These shift solenoid valves work together in a
combination of ON and OFF sequences to control the various
shift valves. The PCM uses numerous inputs (as shown in
Figure 39) to determine which solenoid state combination the
transmission should be in. The following table shows the
solenoid state combination required for each gear range:
GEAR RANGE 1-2 SOLENOID 2-3 SOLENOID
Park, Reverse, Neutral ON OFF
First ON OFF
Second OFF OFF
Third OFF ON
Fourth ON ON
The shift solenoid valves are de-energized (turned OFF) when SOLENOID COIL
the PCM opens the path to ground for the solenoids electrical FLUID FILTER EXHAUST ASSEMBLY FRAME
circuit. With the solenoid OFF, signal fluid pressure moves the
metering ball and plunger away from the metering balls seat. SHIFT SOLENOID VALVE (OFF)
This allows signal fluid to flow past the metering ball and
exhaust out of the solenoid as shown in the illustration. When 2-3 Shift Solenoid (SS) Valve (311):
the PCM provides a path to ground for the electrical circuit to The 2-3 SS valve functions similar to the 1-2 SS valve in that
energize (turn ON) the solenoid, current flows through the coil the PCM controls the path to ground for the electrical circuit to
assembly in the solenoid and creates a magnetic field. The turn the solenoid ON or OFF. Filtered actuator feed fluid feeds
magnetic field moves the plunger to the left (with respect to the the 2-3 signal fluid circuit at the 2-3 shift valve (312). When the
illustration) and seats the metering ball, thereby blocking the 2-3 SS valve is de-energized (OFF), 2-3 signal fluid exhausts
exhaust passage and causing signal fluid pressure to increase. through the solenoid, thereby creating low pressure in the 2-3
signal circuit (see Park/Reverse/Neutral/First Gear example
1-2 Shift Solenoid (SS) Valve (313):
below). Similar to the 1-2 signal circuit, fluid remains in the 2-
Filtered actuator feed fluid feeds the 1-2 signal fluid circuit at
3 signal circuit with the 2-3 SS valve de-energized (OFF), only
the 1-2 shift valve (314). When the 1-2 SS valve is de-energized
at a low pressure due to the exhaust through the solenoid. Low
(OFF), 1-2 signal fluid exhausts through the solenoid, thereby
pressure is shown by light blue fluid color while high 2-3 signal
creating low pressure in the 1-2 signal circuit (see Third Gear
fluid pressure is shown as dark blue fluid color.
example below). Even with the solenoid de-energized, fluid
remains in the 1-2 signal fluid circuit but at low pressure because
When the 2-3 SS valve is energized (ON), 2-3 signal fluid is
filtered actuator feed fluid continues to feed the circuit. Low
blocked from exhausting through the solenoid, thereby creating
pressure is shown by light blue fluid color while high 1-2 signal
high 2-3 signal fluid pressure (see Third Gear and Fourth Gear
fluid pressure is shown as dark blue fluid color.
examples below). High 2-3 signal fluid pressure acts on the 2-3
When the 1-2 SS valve is energized (ON), 1-2 signal fluid is shift valve to move it into the upshifted position (against spring
blocked from exhausting through the solenoid, thereby creating force and actuator feed fluid pressure). However, in Manual
high 1-2 signal fluid pressure (see Park/Reverse/Neutral/First Second and Manual First gear ranges, D21 fluid pressure keeps
Gear and Fourth Gear examples below). High 1-2 signal fluid the 2-3 shift valve in the downshifted position regardless of the
pressure acts on the 1-2 shift valve to keep it in the downshifted 2-3 SS valve state. High 2-3 signal fluid pressure also assists
position (against spring force and actuator feed fluid pressure) spring force and actuator feed fluid pressure at the 1-2 shift
when 2-3 signal fluid pressure is low. High 1-2 signal fluid valve to keep the valve in the upshifted position when 1-2 signal
pressure also acts on the 3-4 shift valve (308) to keep it in the fluid pressure is either high or low.
upshifted position (against spring force and actuator feed fluid
pressure) in the absence of PRN fluid pressure.
FILT ACTR FD FILT ACTR FD FILT ACTR FD
2-3 DRIVE
2-3 DRIVE
2-3 DRIVE
ACTR FD
ACTR FD
ACTR FD
1-2 SIG
1-2 SIG
1-2 SIG
DRIVE
DRIVE
DRIVE
REV
REV
REV
REV
REV
REV
REV
REV
REV
EX
EX
ORFCD EX
ORFCD EX
ORFCD EX
2-3 SIG
2-3 SIG
2-3 SIG
2-3 SIG
2-3 SIG
2-3 SIG
ACTR FD
ACTR FD
ACTR FD
2-3 DR
2-3 DR
2-3 DR
D21
D21
D21
EX
EX
EX
EX
EX
4CLFD
4CLFD
4CLFD
PRND4
PRND4
PRND4
3CLFD
3CLFD
3CLFD
FBA
FBA
FBA
1-2 SIGNAL
1-2 SIGNAL
1-2 SIGNAL
4TH CL FD
4TH CL FD
4TH CL FD
ACTR FD
ACTR FD
ACTR FD
ORIF EX
ORIF EX
ORIF EX
4TH CL
4TH CL
4TH CL
PRN
PRN
PRN
Figure 40 43
ELECTRICAL COMPONENTS
Torque Converter Clutch Pulse Width Modulation (TCC PWM)
Solenoid Valve (323):
CORE COIL ASSEMBLY METERING BALL O-RING
The TCC PWM solenoid valve is a normally closed, pulse
width modulated (PWM) solenoid used to control the apply and
release of the converter clutch. The PCM operates the solenoid
with a negative duty cycle at a fixed frequency of 32 Hz to
EXHAUST
control the rate of TCC apply/release. The solenoids ability to
ramp the TCC apply and release pressures results in a smoother
TCC operation.
When vehicle operating conditions are appropriate to apply the
FILTERED TCC TCC, the PCM immediately increases the duty cycle to
2-3 DRIVE SIGNAL approximately 30% (see point A on graph). The PCM then
PLUNGER FLUID FLUID ramps the duty cycle up to approximately 70% to achieve full
TCC apply pressure. The rate at which the PCM increases the
CONNECTOR FRAME
duty cycle controls the TCC apply. Similarly, the PCM also
ramps down the TCC PWM solenoid valve duty cycle to control
TCC PWM SOLENOID VALVE TCC release.
There are some operating conditions that prevent or enable TCC
apply under various conditions (refer to the Automatic
the PCM receives a high voltage signal from the brake switch,
signalling that the brake pedal is depressed, the PCM immediately
75 C D releases the TCC.
B E
50 Note: Duty cycles given are for example only. Actual duty cycles
TCC will vary depending on vehicle application and vehicle operating
A APPLY conditions.
25 FLUID F
PRESSURE TIME
S G TCC PWM solenoid valve resistance should measure
0
between 10.4 and 10.8 ohms when measured at 20C
TCC APPLY AND RELEASE
(68F). The resistance should measure approximately 16
ohms at 150C (300F).
Torque Converter Clutch System Stuck Off will set a DTC
P0741 and the PCM will command the following default actions:
Inhibit TCC engagement.
Inhibit 4th gear engagement. Torque Converter Clutch Pulse Width Modulation (TCC PWM)
DTC P0741 stores in PCM history. Solenoid Valve Operation:
The TCC PWM solenoid valve is the electronic control component
of the TCC apply and release system. The other components are
Torque Converter Clutch System Stuck On will set a DTC P0742 all hydraulic control or regulating valves. The illustration below
and the PCM will command the following default actions: shows all the valves and the TCC PWM solenoid valve that make
Maximum line pressure.
up the TCC control system. (For more information on system
Freeze shift adapts. operation see pages 64 and 65 in the Powerflow section).
DTC P0742 stores in PCM history.
TCC ENABL
EX
EX
TORQUE TCC ENABLE
CONVERTER REG CONV FEED
(1)
TCC SIGNAL
CONV CLUTCH SHIFT
TCC ENABLE
FRONT LUBE
24
REG CONV FD
TCC ENABLE
CONVERTER FEED
RELEASE
EX
APPLY/RETURN
CONV LIMIT
TCC SIGNAL
COOLER
APPLY/RETURN EX
RELEASE
LO
PRND43
CONV FD
REG APPLY
REG CONV FD
TFP
DRIVE
REV ALL LO
PRND43
SWITCHES SWITCH
N.O.
3
PRND4
DRIVE ORIFICED REG APPLY
REV
REGULATED APPLY
PRND4
TCC (PWM)
SOLENOID
APPLY/RETURN
VALVE EX TCC REG
(323) ON
EX
44 Figure 41
ELECTRICAL COMPONENTS
Pressure Control Solenoid Valve (320): ACTUATOR TORQUE EXHAUST VARIABLE ARMATURE SPRING FRAME
The pressure control (PC) solenoid valve is a precision electronic FEED SIGNAL BLEED
LIMIT FLUID ORIFICE
pressure regulator that controls transmission line pressure based FLUID
on current flow through its coil windings. As current flow is
increased, the magnetic field produced by the coil moves the
solenoids plunger further away from the exhaust port. Opening
the PC solenoid valve, which ultimately decreases line pressure.
The PCM controls the PC solenoid valve based on various
inputs including throttle position, transmission fluid temperature,
MAP sensor and gear state.
SPOOL
VALVE SPOOL
Duty Cycle, Frequency and Current Flow: SPRING VALVE
A duty cycle may be defined as the percent of time current is PUSH
flowing through a solenoid coil during each cycle. The number of SPOOL
FLUID VALVE DAMPER ROD COIL
cycles that occur within a specified amount of time, usually SCREENS SLEEVE SPRING RESTRICTOR ASSEMBLY
measured in seconds, is called frequency. Typically, the operation
of an electronically controlled pulse width modulated solenoid is PRESSURE CONTROL SOLENOID VALVE
explained in terms of duty cycle and frequency.
The PCM controls the PC solenoid valve on a positive duty 40%
60%
cycle at a fixed frequency of 292.5 Hz (cycles per second). A 12
higher duty cycle provides a greater current flow through the (ON)
VOLTS
solenoid. The high (positive) side of the PC solenoid valve
electrical circuit at the PCM controls the PC solenoid valve
operation. The PCM provides a ground path for the circuit,
monitors average current and continuously varies the PC solenoid TIME
0
valve duty cycle to maintain the correct average current flowing
80
+40% 1.1 Amps Minimum 70
60
50
Pressure control solenoid valve resistance should measure 40
between 3.5 and 4.6 ohms when measured at 20C (68F). 30
20
The duty cycle and current flow to the PC solenoid valve are 10
mainly affected by throttle position (engine torque) and they are 0
inversely proportional to throttle angle (engine torque). In other 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
words, as the throttle angle (engine torque increases), the duty INPUT CURRENT (AMP)
cycle is decreased by the PCM which decreases current flow to the
PC solenoid valve. Current flow to the PC solenoid valve creates PRESSURE CONTROL SOLENOID VALVE CURRENT FLOW
a magnetic field that moves the solenoid armature toward the push
rod and against spring force.
Figure 42 45
ELECTRICAL COMPONENTS
COMPONENTS EXTERNAL TO THE TRANSMISSION
Throttle Position (TP) Sensor: The PCM monitors the variable Brake Switch: This switch causes the PCM to command TCC
voltage signal from the TP sensor to calculate throttle position (angle). release. When the brake pedal is depressed, the PCM opens the
These input signals are then used by the PCM, in addition to other path to ground for the TCC electrical circuit which releases the
vehicle and transmission sensor inputs, to determine the appropriate torque converter clutch.
shift pattern and TCC apply and release for the transmission. In
general, with greater throttle angle, upshift speeds and line pressure A/C Request Switch: When the A/C pressure cycling switch closes,
both increase. Also, the PCM releases the torque converter clutch at the PCM is signaled that the air conditioning compressor is ON. This
minimum throttle positions and during heavy acceleration. signal is used by the PCM to adjust transmission line pressure as well
as shift timing for the added engine load provided by the compressor.
Engine Coolant Temperature (ECT) Sensor: The PCM monitors
the variable resistance signal from this sensor to determine engine Assembly Line Diagnostic Link (ALDL): This is a multi-terminal
coolant temperature. When the engine is cold, resistance is high, connector wired to the PCM that is located under the vehicle
and when the engine is hot, resistance through the sensor is low. dashboard. The ALDL can be used to diagnose conditions in the
The PCM uses this information to prevent the TCC from applying vehicles electrical system, PCM, VCM or TCM, and various
when engine temperature is below approximately 54C (130F). transmission components. Refer to the appropriate General Motors
Service Manual for specific electrical diagnosis information.
Engine Speed Sensor: Monitored by the PCM through the ignition
module, this sensor is used to help determine shift patterns and
TCC apply and release.
46
POWER FLOW
This section of the book describes how torque from The full size, right hand pages contain a simplified
the engine is transferred through the Hydra-matic version of the Complete Hydraulic Circuit that is
4L80-E transmission allowing the vehicle to move involved for that range and gear. Facing this full
either in a forward or reverse direction. The page is a half page insert containing text and a detailed
information that follows details the specific explanation of what is occurring hydraulically in that
mechanical operation, electrical, hydraulic and apply range and gear. A page number located at the bottom
components that are required to achieve a gear of the half page of text provides a ready reference to
operating range. the complete Hydraulic Circuits section of this book
if more detailed information is desired.
The full size, left hand pages throughout this section
contain drawings of the mechanical components used It is the intent of this section to provide an overall
in a specific range and gear. Facing this full page is a simplified explanation of the mechanical, hydraulic
half page insert containing a color coded range and electrical operation of the Hydra-matic 4L80-E
reference chart at the top. This chart is one of the transmission. If the operating principle of a clutch,
key items used to understand the mechanical band or valve is unclear, refer to the previous sections
operation of the transmission in each range and gear. of this book for individual component descriptions.
The text below this chart provides a detailed
explanation of what is occurring mechanically in
that range and gear.
RK g)
PA nnin
Ru
e
gin
(En )
k (P
Par
PARK the he oil PARK
er in t :
(Engine Running) or levre fromowing (Engine Running)
1 2c 2d 3 lect essu e foll
POWER FROM OVERDRIVE OVERDRIVE OVERDRIVE 4 e se e pr o th ): Reg-
ROLLER CARRIER INTERNAL POWERFLOW h th lin d t 18 )
Witsition, irecte Valve(2ressure
TORQUE
CONVERTER CLUTCH PINION GEARS GEAR TERMINATED
(1) (512) (518) DRIVEN po p is d lator (line psion
u t
pum Reg tpu mis
HOLDING HELD
re ou ns p 4
ssu mp tra pum
Pretes pu to the hen emand
ulaordingents. Wthe dfrom
NO POWER accuirem ceeds, fluidr
req ut ex ssure ulato
TRANSMITTED TO
outpne preure reg
PRND43
DIFFERENTIAL
ASSEMBLY of lipress
the MANUAL 2-1
FBA
BAND SERVO
(5560)
ACTR FD
1
DRIVE
PRN
MANUAL VALVE
ACTUATOR FEED
HELD
PRND4
PRN
PRND43
D 21
LINE
LO
PRND4
REVERSE
D321
FILTER
P RND (317)
LUBE
D
2
1 LUBE
REAR
OVERDRIVE PIPE
CARRIER
OVERDRIVE PINION GEARS (39)
SUN TURBINE FILTERED ACTUATOR FEED
OVERRUN HELD AIR
GEAR SHAFT 20
TORQUE PUMP CLUTCH BLEED
PRND43
(502) (210)
ASSEMBLY HOUSING
1-2 SIGNAL
CONVERTER
ASSEMBLY (4) (504)
2-3 DRIVE
(1) PRESSURE
DRIVE
TAP (24)
PRND43
REV
REV
TURBINE ACTR FD
LINE
2
EX
SHAFT 1-2 SOL
(502) 1-2 SHIFT VALVE EX
N.O. ON
LO
ORIFICE CUP PLUG (236)
1-2 SIGNAL
OVERDRIVE LINE
REVERSE
PRESSURE REG
TFP
REV ALL LO
CARRIER PRND43
SWITCH
PRND4
SWITCHES
2-3 SIGNAL
OVERDRIVE ASSEMBLY
N.O.
SUCTION
PRND4
CLUTCH ACTUATOR FEED
CONV FD
DRIVE
(512)
HOLDING
19
EX PRND4
PRN
REVERSE
ACTUATOR FEED
LINE
BOOST
4
2-3 SIGNAL
2-3 SIGNAL
ORIFICED ACTUATOR FEED
2-3 DRIVE
ORIFICED EX
5
1-2 SIGNAL
ACT FD LIMIT
PRND4
EX
CONVERTER
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
HUB
LINE 2-3 SOL
SHAFT N.O. OFF
EX
OUTPUT
FBA
4TH CL FD
PRN
CARRIER ASSEMBLY
TORQUE SIGNAL
TORQUE SIGNAL 3RD CLUTCH FEED
ASSEMBLY (671)
HELD
(661)
3
FORWARD
HELD PRN PRN
CLUTCH
HOUSING
(602)
LINE
SIGNAL
ACTUATOR FEED
1-2 SIG
4TH CL FD
FILTER
CO
TORQUE
(302) PRN
M PL FILTERED ACTR FD
E 3-4 SHIFT
TE
HY PRESSURE
PARKING DR CONTROL
SOLENOID
5
PA AUL
15
PAWL VALVE (320) 4TH CLUTCH ORIFICED EX EX
EX
(703) GE IC
ENGAGED 50 76 CIR
B CUIT
OVERDRIVE PARKING PAWL PARKING PAWL
INTERNAL ACTUATOR RETURN SPRING
GEAR ASSEMBLY (705)
DRIVEN (710)
Figure 46 Figure 47
50 51
Figure 43 47
MECHANICAL POWERFLOW FROM THE TORQUE CONVERTER MECHANICAL POWERFLOW FROM
THE TORQUE CONVERTER TO
TO THE TURBINE SHAFT THE TURBINE SHAFT
2a
(Engine Running) OIL PUMP (Engine Running)
1 2
POWER FROM DRIVE GEAR
POWER TO (205)
THE ENGINE DRIVE OIL PUMP DRIVEN The mechanical power flow in the Hydra-matic 4L80-E
transmission begins at the point of connection between the
torque converter and the engine flywheel. When the engine is
running, the torque converter cover (pump) is forced to rotate
at engine speed. As the torque converter rotates it multiplies
engine torque and transmits it to the turbine shaft (502). The
turbine shaft provides the primary link to the mechanical
operation of the transmission.
The Hydra-matic 4L80-E automatic transmission requires a
constant supply of pressurized fluid to cool and lubricate all of
the components throughout the unit. It also requires a holding
force to be applied to the bands and clutches during the various
gear range operations. The oil pump assembly (4) and control
valve body assembly (44) provide for the pressurization and
distribution of fluid throughout the transmission.
4
TURBINE
SHAFT DRIVEN
TURBINE
SHAFT
(502)
OIL PUMP
KEYED TO ASSEMBLY
OIL PUMP (4)
DRIVE GEAR
48 Figure 44 48A
HYDRAULIC POWERFLOW COMMON COMMON HYDRAULIC FUNCTIONS FOR ALL RANGES
;;;;
FUNCTIONS FOR ALL RANGES 3 TORQUE 1 PRESSURE DRIVE (from Manual Valve)
(Engine Running)
;;;;
CONVERTER REGULATION
When the gear selector lever is in the Park (P) position and the LINE (to Manual Valve)
;;;;
engine is running, fluid is drawn into the oil pump and line
LO
TORQUE PRND43
pressure is directed to the pressure regulator valve.
CONVERTER
;;;;
(1) REV LO TFP PRESSURE
ALL
1 PRESSURE REGULATION SWITCHES
PRND43
SWITCH TAP
N.O.
(24)
;;;;
1a Pressure Regulator Valve: PRND4 DRIVE
REV
Regulates pump output (line pressure) in response to torque
DRIVE
AIR
PRND4
signal fluid pressure acting on the reverse boost valve, spring 3f BLEED
;;;;
APPLY/RETURN
(210)
force, and line pressure acting on the end of the valve. Line
LINE
pressure is directed to the manual valve, the TCC regulated
;;;;
RELEASE
apply valve, and the actuator feed limit valve. Also, line DRIVE
pressure feeds the converter feed circuit through the pressure LINE
;;;;
regulator valve.
1b Actuator Feed Limit (AFL) Valve: 3a
;;;;
LINE
ORIFICE
Line pressure is routed through the valve and into the actuator CUP PLUG
feed fluid circuit. The valve limits actuator feed fluid pressure (236)
to a maximum pressure. Actuator feed fluid is routed to the
pressure control solenoid, and also feeds the 1-2 signal and
CONVERTER FEED
LINE
PRESSURE REG
2-3 signal fluid circuits.
RELEASE
SUCTION
APPLY/RETURN
Controlled by the PCM, the PC solenoid valve regulates LINE
FRONT LUBE
EX
filtered actuator feed fluid pressure into the torque signal 3d
SUCTION
TCC ENABL
CONV FD
EX
fluid circuit. TCC ENABLE PUMP ASSEMBLY (4)
CONVERTER FEED
REG CONV FEED
2 SHIFT ACCUMULATION EX
24 LINE
2a Accumulator Valve:
BOOST
TCC SIGNAL
1a
TCC ENABLE
Drive pressure is regulated into accumulator fluid pressure.
REG CONV FD
TCC ENABLE ORIFICE
REVERSE
pressure acting on one end of the valve and orificed RELEASE CUP PLUG
TORQUE SIG
(208)
accumulator fluid on the other end of the valve.
EX
CONV LIMIT
2b 3rd and 4th Accumulator Assemblies:
TCC SIGNAL
COOLER
LINE
3c
DRIVE
Accumulator fluid is routed to each of the accumulator APPLY/RETURN EX
CONV FD
REG APPLY
SUCTION
(208)
3
preparation for upshifts and downshifts. ORIFICED REG APPLY FILTER
TORQUE SIGNAL
3b ASSEMBLY
REGULATED APPLY (31)
3 TORQUE CONVERTER (RELEASED POSITION ONLY)
3a Pressure Regulator Valve: TCC (PWM)
SOLENOID
Line pressure is routed through the PR valve and into the VALVE EX
TCC REG
(323) OFF
converter feed fluid circuit. Converter feed fluid is routed to
EX
FILTERED 2-3 DRIVE LINE
the converter limit valve.
3b TCC Regulator Valve:
Spring force holds the valve in the release position, thereby 2 SHIFT ACCUMULATION
blocking line pressure.
3c Converter Limit Valve: ACCUMULATOR
TORQUE SIGNAL
Regulates converter feed fluid into the regulated converter
#6 #5 #2
1c
DRIVE
6
feed circuit. This regulation is controlled by spring pressure
acting on one end of the valve and orificed regulated 8 9 14
ORIFICED ACCUM FILTER
(302)
ACTUATOR FEED
converter feed fluid on the other end of the valve. Regulated
ACCUM
converter feed fluid is routed to the TCC enable valve and 2a
PRESSURE
the converter clutch shift valve.
TORQUE SIG
LO CONTROL
FILTERED ACTR FD
SOLENOID
3d TCC Enable Valve:
VALVE (320)
LINE
EX
Spring force holds the valve in the release position allowing 3RD ACCUMULATOR
FILT ACTR FD
regulated converter feed fluid to enter the TCC enable circuit.
4TH ACCUMULATOR
TORQUE SIGNAL
TCC enable fluid is routed to the converter clutch shift 4TH CLUTCH 3RD CLUTCH
valve to assist spring pressure in holding the valve in the
2ND CL
2ND ACCUM
2c
EX
release position. 4TH 3RD
ACTUATOR FD
ACCUMULATOR
3e Converter Clutch Shift Valve: ACCUMULATOR
TORQUE SIGNAL
Spring force and TCC enable fluid pressure hold the valve ACTUATOR FEED
in the release position allowing regulated converter feed 5
4TH ACCUM
converter also passes through the converter clutch shift valve ACT FD LIMIT
into the cooler circuit. 1b
LINE
EX
EX
EX
3RD ACCUM
3f Torque Converter:
BAND SERVO
Release fluid pressure is routed to the torque converter to (6174)
The manual shaft (708) and manual valve (319) are in the
Park position. The parking lock actuator assembly (710) en-
NO POWER gages the parking lock pawl (703) with the teeth on the
TRANSMITTED TO
DIFFERENTIAL
output carrier assembly (661).
ASSEMBLY The output carrier assembly is held stationary by the parking
pawl.
The output shaft assembly (671), which is connected to the
output carrier assembly, is also held and the vehicle cannot
move.
1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
2 Power Transfers Through the Overdrive Planetary
Gearset
The overdrive planetary gearset acts as an integral unit in all
HELD drive ranges except Overdrive Fourth gear to transfer power
at a 1:1 ratio to the output planetary gear set. The following
steps describe the operation:
OVERDRIVE 2a Pinion Gears Mesh With Internal and Sun Gear
CARRIER The overdrive carrier pinion gears (518) are in mesh
OVERDRIVE PINION GEARS
SUN TURBINE
OVERRUN HELD SHAFT
with both the overdrive internal gear [part of the forward
TORQUE PUMP CLUTCH GEAR clutch housing assembly (602)] and overdrive sun gear
(502)
CONVERTER ASSEMBLY HOUSING [part of the overrun clutch housing assembly (504)].
ASSEMBLY (4) (504)
(1) 2b Pinion Gears Attempt to Rotate
The pinion gears attempt to rotate counterclockwise on
TURBINE
SHAFT
their pins around the internal gear as they travel
(502) clockwise with the overdrive carrier assembly. This
action attempts to drive the sun gear clockwise, faster
than the overdrive carrier is rotating.
OVERDRIVE 2c Overdrive Roller Clutch Holding
CARRIER However, the overdrive roller clutch (512), located
OVERDRIVE ASSEMBLY between the overdrive carrier and overrun clutch housing,
ROLLER (514) engages and prevents the sun gear (overrun clutch
CLUTCH housing) from rotating faster than the overdrive carrier
(512) assembly.
HOLDING
2d Pinion Gears Held
With the sun gear and overdrive carrier rotating at the
same speed, the pinion gears do not rotate on their pins,
but do travel clockwise with the overdrive carrier
assembly.
CONVERTER
HUB 3 Overdrive Internal Gear Driven
The overdrive carrier pinion gears drive the overdrive internal
OUTPUT gear [part of the forward clutch housing assembly (602)] at
OUTPUT SHAFT the same speed as the overdrive carrier. Therefore, power
CARRIER ASSEMBLY
(671)
flow is a 1:1 direct drive gear ratio from the torque converter
ASSEMBLY turbine to the forward clutch housing.
(661) HELD
FORWARD HELD
CLUTCH
HOUSING 4 Powerflow Terminated
(602) All clutches and bands are released in Park range and power
flow is terminated at the forward clutch housing (602).
50 Figure 46 50A
PARK PARK
(Engine Running)
(Engine Running)
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ON OFF HOLDING 4
1 Manual Valve:
PRND43
Mechanically controlled by the gear selector lever, the manual
valve is in the Park (P) position and directs line pressure MANUAL 2-1
FBA
from the pressure regulator valve into the PRN, PRND4 and BAND SERVO
(5560)
PRND43 fluid circuits.
2 Transmission Fluid Pressure (TFP) Manual Valve
Position Switch:
PRND4 and PRND43 fluids at the TFP manual valve position
switch signal the powertrain control module (PCM) that the ACTR FD
1
DRIVE
then energizes, or turns ON the 1-2 shift solenoid valve
PRN
MANUAL VALVE
ACTUATOR FEED
Note: Refer to Shift Solenoid Valves on page 43 for a description
PRND4
PRN
PRND43
D 21
LINE
LO
of solenoid and shift valve operation.
PRND4
REVERSE
D321
FILTER
P RND (317)
LUBE
D
3 2-3 Shift Valve: 2
1 LUBE
REAR
PRND4 fluid is also sent from the manual valve to the 2-3
PIPE
shift valve where it stops.
(39)
FILTERED ACTUATOR FEED
AIR 20
4 Manual 2-1 Band Servo: BLEED
PRND43
PRND43 fluid is also sent to the manual 2-1 band servo (210)
1-2 SIGNAL
assembly. At the manual 2-1 band servo, PRND43 fluid
2-3 DRIVE
pressure assists manual 2-1 band servo piston spring force PRESSURE
DRIVE
TAP (24)
PRND43
to keep the manual 2-1 band released.
REV
REV
ACTR FD
LINE
2
EX
1-2 SOL
5 3-4 Shift Valve: 1-2 SHIFT VALVE EX
PRN fluid is routed to the 3-4 shift valve where it assists N.O. ON
LO
3-4 shift valve return spring force and actuator feed fluid ORIFICE CUP PLUG (236)
1-2 SIGNAL
pressure to keep the valve in the downshifted position. PRN LINE
REVERSE
PRESSURE REG
TFP
fluid is also routed to the 2-3 shift valve where it assists 2-3 REV ALL
PRND43
LO
SWITCH
PRND4
SWITCHES
shift valve return spring force and actuator feed fluid pressure SUCTION
N.O. 2-3 SIGNAL
PRND4 DRIVE
to keep the valve in the downshifted position. LINE REV
ACTUATOR FEED
CONV FD
DRIVE
19
EX PRND4
PRN
REVERSE
ACTUATOR FEED
LINE
BOOST
4
2-3 SIGNAL
2-3 SIGNAL
ORIFICED ACTUATOR FEED
2-3 DRIVE
ORIFICED EX
5
1-2 SIGNAL
ACT FD LIMIT
PRND4
EX
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
LINE 2-3 SOL
2-3 SHIFT VALVE EX
N.O. OFF
EX
FBA
4TH CL FD
PRN
TORQUE SIGNAL TORQUE SIGNAL
3RD CLUTCH FEED
PRN PRN
LINE
SIGNAL
ACTUATOR FEED
1-2 SIG
4TH CL FD
FILTER
TORQUE
(302) PRN
FILTERED ACTR FD
3-4 SHIFT
PRESSURE
CONTROL
SOLENOID
5 15
VALVE (320) 4TH CLUTCH ORIFICED EX EX
EX
COMPLETE HYDRAULIC CIRCUIT
Page 76
50B Figure 47 51
REVERSE REVERSE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 4 6 7 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3
POWER FROM POWER OVERDRIVE DIRECT LOW SUN REACTION REACTION CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE TRANSFERS ROLLER CLUTCH AND GEAR CARRIER INTERNAL ON OFF HOLDING APPLIED APPLIED
CONVERTER THROUGH CLUTCH APPLIED REVERSE (650) ASSEMBLY GEAR
(1) OVERDRIVE (512) BAND DRIVING (651) DRIVEN
PLANETARY HOLDING (657) HELD
GEARSET APPLIED In Reverse (R), torque from the engine is multiplied through the
torque converter and transmission gear sets to the vehicles
drive shaft and rear axle. The planetary gear sets operate in
reduction and also reverse the direction of input torque for a
reverse gear ratio of approximately 2.08:1.
POWER TO
DIFFERENTIAL
The manual shaft (708) and manual valve (319) are in the
ASSEMBLY
Reverse position.
1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
LOW
AND REACTION
REVERSE BAND LOW INTERNAL
SERVO AND GEAR
APPLIED REVERSE DRIVEN
BAND
(657)
APPLIED
52 Figure 48 52A
REVERSE REVERSE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
CLUTCH ASSEMBLY
ON OFF HOLDING APPLIED APPLIED DIRECT CLUTCH & CENTER SUPPORT
ASSEMBLY (629640)
(616623)
When the gear selector lever is moved to the Reverse (R)
position (from the Park position) the following changes occur
in the transmissions hydraulic and electrical systems.
1 PRESSURE REGULATION
1a Manual Valve: REVERSE
With the manual valve in the reverse position, line pressure 3RD/REVERSE
is directed into the reverse fluid circuit in addition to the
PRN, PRND4 and PRND43 fluid circuits already pressurized
REVERSE
in Park.
3RD/REVERSE
1b Pressure Regulator and Reverse Boost Valves:
Reverse fluid at the reverse boost valve boosts line pressure
for the additional torque requirements in Reverse. Torque
signal fluid pressure from the pressure control (PC) solenoid
acting on the reverse boost valve also helps determine line
pressure in Reverse depending on throttle position and other
2ND CL
PCM input signals. 2b
1c Transmission Fluid Pressure (TFP) Manual Valve
3RD/REVERSE
Position Switch:
2ND ACCUM
PRND43
Reverse fluid is routed to the TFP manual valve position
REVERSE
switch. The TFP manual valve position switch signals the
REAR BAND APPLY
MANUAL 2-1
PCM that the transmission is in Reverse.
FBA
BAND SERVO
(5560)
2 LOW AND REVERSE BAND APPLIES
2a #7 Ball Check Valve LOW & REVERSE
BAND SERVO
Reverse fluid is routed through the 1-2 shift valve, seats the
(6174)
#7 ball check valve against the lo fluid circuit, enters the
23
and reverse band servo assembly. 1a
2a
RBA
ACTR FD
DRIVE
Note: Remember that the function of an orifice is to control the
PRN
LO
EX
EX
#7
flow rate of fluid and rate of apply or release of a clutch or band.
MANUAL VALVE
2b Low and Reverse Band Servo Assembly
REVERSE
RBA fluid pressure moves the low and reverse band servo
ACTUATOR FEED
PRND4
PRN
PRND43
D 21
LINE
LO
PRND4
REVERSE
D321
piston and low and reverse band servo piston pin against FILTER
P RND (317)
spring force to apply the low and reverse band assembly.
LUBE
D
AIR 2
1
BLEED LUBE
REAR
3 DIRECT CLUTCH APPLIES
(210) PIPE
PRND43
(39)
3a #9 Ball Check Valve
FILTERED ACTUATOR FEED
Located in the case, it blocks the reverse fluid passage forcing PRESSURE 20
4a
1-2 SIGNAL
TAP (24) REVERSE
reverse fluid through orifice #16 in the control valve body
2-3 DRIVE
REVERSE
LINE
PRND43
spacer plate into the reverse fluid passage to the #11 ball 1c
DRIVE
ORIFICE CUP PLUG (236)
REV
REV
check valve. ACTR FD
EX
LO
LINE
3RD/REVERSE
1-2 SOL
PRESSURE REG
3b #11 Ball Check Valve
1-2 SHIFT VALVE EX
PRND4
Reverse fluid then seats the #11 ball check valve against the SUCTION
REVERSE
REV LO TFP N.O. ON
ALL
PRND43
3rd clutch circuit and enters the 3rd/reverse circuit. 3rd/ 1-2 SIGNAL
SWITCH
SWITCHES
LINE N.O.
reverse fluid acts on the inner area of the direct clutch piston REVERSE
PRND4
DRIVE
CONV FD
REV
2-3 SIGNAL
to apply the direct clutch plates.
DRIVE ACTUATOR FEED
4 FLUID PRESSURE DIRECTED IN PREPARATION EX
PRND4
PRN
19
FOR A SHIFT
REVERSE
ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
4a 1-2 Shift Solenoid (SS) Valve 1b 4b
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
The 1-2 SS valve remains energized (ON). 1-2 signal fluid 5
1-2 SIGNAL
3a
ACT FD LIMIT
pressure is high (dark blue) with the 1-2 SS valve energized PRND4
EX
EX
ACTUATOR FEED
EX
EX
and keeps the 1-2 shift valve in the downshifted position TORQUE SIG
2-3 SOL
against spring force and actuator feed fluid pressure. 1-2 LINE 2-3 SHIFT VALVE EX
N.O. OFF
signal fluid is also routed to the 3-4 shift valve. TORQUE SIGNAL TORQUE SIGNAL
EX
PRN
FBA
4TH CL FD
3RD CLUTCH FEED
4b 2-3 Shift Solenoid (SS) Valve
#9
The 2-3 SS valve remains de-energized (OFF). 2-3 signal PRN PRN 16
fluid exhausts at the 2-3 SS valve with the solenoid de- REVERSE
SIGNAL
3RD/REVERSE
LINE
fluid circuit. This allows actuator feed fluid pressure and
ACTUATOR FEED
FILTER
spring force to keep the 2-3 shift valve in the downshifted
3RD/REV
TORQUE
1-2 SIG
REVERSE
(302)
4TH CL FD 3b
3RD CL
position. FILTERED ACTR FD
PRN
PRESSURE
3-4 SHIFT
CONTROL
SOLENOID #11
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15
EX
4TH CLUTCH ORIFICED EX EX
Page 78
52B Figure 49 53
NEUTRAL NEUTRAL
(Engine Running)
1 2 (Engine Running)
POWER FROM POWER OVERDRIVE
3 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
TORQUE TRANSFERS ROLLER FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
POWERFLOW 1-2 2-3
CONVERTER THROUGH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TERMINATED
(1) OVERDRIVE (512) ON OFF HOLDING
PLANETARY HOLDING
GEARSET
When the gear selector lever is placed in the Neutral (N) posi-
tion, mechanical power flow is identical to Park (P) range,
NO POWER except that the parking lock actuator assembly (710) is disen-
TRANSMITTED TO gaged. The parking pawl return spring (705) releases the park-
DIFFERENTIAL ing lock pawl (703) from the teeth on the output carrier assem-
ASSEMBLY bly (661). With the parking lock pawl disengaged the output
shaft is free to rotate allowing the vehicle to roll.
The manual shaft (708) and manual valve (319) are in the
Neutral position.
1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
OVERDRIVE
ROLLER
CLUTCH
(512)
HOLDING
CONVERTER
HUB
OUTPUT
OUTPUT SHAFT
CARRIER ASSEMBLY
ASSEMBLY (671)
FORWARD (661)
CLUTCH
HOUSING
(602)
PARKING
PAWL
(703)
DISENGAGED
PARKING PAWL
ACTUATOR PARKING PAWL
ASSEMBLY RETURN SPRING
(710) (705)
54 Figure 50 54A
NEUTRAL NEUTRAL
(Engine Running)
(Engine Running) INTERMEDIATE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW CLUTCH ASSEMBLY
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV DIRECT CLUTCH
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND & CENTER SUPPORT
ASSEMBLY (629640)
ON OFF HOLDING
(616623)
after the vehicle was operating in Reverse (R), the following
REVERSE
changes would occur in the hydraulic system:
3RD/REVERSE
1 LOW AND REVERSE BAND RELEASES
REVERSE
3RD/REVERSE
1a Manual Valve:
The manual valve is moved to the Neutral position and
blocks line pressure from entering the reverse circuit.
The reverse fluid circuit is opened to an exhaust at the
manual valve.
1b Low and Reverse Band Servo Assembly:
Rear Band Apply (RBA) fluid exhausts from the low and
2ND CL
reverse band servo to the #7 ball check valve allowing the 1b
low and reverse band to release.
3RD/REVERSE
1c #7 Ball Check Valve:
RBA fluid forces the #7 ball check valve against the lo 2ND ACCUM
PRND43
REVERSE
fluid circuit and enters the reverse fluid circuit. Reverse
REAR BAND APPLY
fluid then flows through the 1-2 shift valve and to the MANUAL 2-1
FBA
BAND SERVO
manual valve where it exhausts. (5560)
1d Reverse Boost Valve
LOW & REVERSE
Reverse fluid exhausts from the reverse boost valve, BAND SERVO
allowing line pressure to return to the normal operating (6174)
23
range as in Park, Neutral and Overdrive gear ranges.
1e Transmission Fluid Pressure (TFP) Manual Valve
Position Switch:
1a 1c
RBA
ACTR FD
DRIVE
Reverse fluid exhausts from the TFP manual valve position
PRN
LO
EX
EX
#7
switch and past the manual valve, signaling the powertrain
control module (PCM) that the transmission is in either
MANUAL VALVE
Neutral (N) or Park (P).
REVERSE
ACTUATOR FEED
PRND4
REVERSE
PRN
PRND43
D 21
LINE
LO
PRND4
D321
FILTER
2 DIRECT CLUTCH RELEASES P RND (317)
LUBE
D
2a Direct Clutch: AIR 2
BLEED LUBE
REAR
Reverse fluid exhausts from the outer area of the direct
(210) PIPE
PRND43
clutch piston and past the manual valve. (39)
FILTERED ACTUATOR FEED
PRESSURE
2b #11 Ball Check Valve: 20
1-2 SIGNAL
TAP (24) REVERSE
2-3 DRIVE
3rd/reverse fluid from the inner area of the direct clutch
REVERSE
LINE
PRND43
1e
DRIVE
piston exhausts past the #11 ball check valve and into the ORIFICE CUP PLUG (236)
REV
REV
ACTR FD
reverse circuit to the #9 ball check valve.
3RD/REVERSE
EX
LO
LINE
1-2 SOL
PRESSURE REG
2c #9 Ball Check Valve:
1-2 SHIFT VALVE EX
PRND4
Reverse fluid unseats the #9 ball check valve to bypass SUCTION
REVERSE
TFP N.O. ON
REV LO
ALL
PRND43
1-2 SIGNAL
orifice #16, flows into the reverse circuit and exhausts SWITCH
SWITCHES
LINE
N.O.
REVERSE
past the manual valve. PRND4
DRIVE
CONV FD
REV 2-3 SIGNAL
DRIVE ACTUATOR FEED
ensures a quick release of the clutch or band. This prevents
EX PRND4
PRN
19
REVERSE
the friction material from dragging and creating excess
ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
1d
fluid temperatures or damaging the clutch or band.
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
1-2 SIGNAL
2c
ACT FD LIMIT
PRND4
EX
Note: In Park, Reverse and Neutral the shift solenoids are
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
shown in the First gear state. This is the normal operating
state when the vehicle is stationary or at low vehicle speeds.
TORQUE SIGNAL
TORQUE SIGNAL N.O. OFF
EX
PRN
FBA
4TH CL FD
However, the PCM will change the shift solenoid states 3RD CLUTCH FEED
#9
depending on vehicle speed. For example, if Neutral range is
PRN PRN
16
REVERSE
shift solenoids will remain in a Second gear state. But with
SIGNAL
LINE 3RD/REVERSE
the manual valve in Neutral, line pressure is blocked, drive
ACTUATOR FEED
3RD/REV
FILTER
TORQUE
1-2 SIG
fluid exhausts and the transmission will shift into Neutral.
REVERSE
(302)
4TH CL FD 2b
3RD CL
FILTERED ACTR FD
PRN
PRESSURE
CONTROL 3-4 SHIFT
SOLENOID #11
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15
EX
4TH CLUTCH ORIFICED EX EX
Page 80
54B Figure 51 55
OVERDRIVE RANGE FIRST GEAR OVERDRIVE RANGE FIRST GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 7 6 4 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
POWER FROM POWER OVERDRIVE FORWARD SUN GEAR LOW REACTION REACTION REAR
TORQUE TRANSFERS ROLLER CLUTCH (650) ROLLER CARRIER INTERNAL INTERNAL ON OFF HOLDING APPLIED * HOLDING
CONVERTER THROUGH CLUTCH APPLIED DRIVEN CLUTCH ASSEMBLY GEAR GEAR
(1) OVERDRIVE (512) (644) (651) DRIVEN (666) * HOLDING BUT NOT EFFECTIVE
PLANETARY HOLDING HOLDING HELD DRIVING
GEARSET In Overdrive Range D - First Gear, torque from the engine is
multiplied through the torque converter and transmission gear
sets to the vehicles drive shaft. The planetary gears operate in
reduction to achieve a First gear starting ratio of approximately
8 2.48:1.
POWER TO
The manual shaft (708) and manual valve (319) are in the
DIFFERENTIAL
ASSEMBLY Overdrive D position.
1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
2 Power Transfers Through the Overdrive Planetary
Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.
56 Figure 52 56A
OVERDRIVE RANGE FIRST GEAR OVERDRIVE RANGE FIRST GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ON OFF HOLDING APPLIED * HOLDING FORWARD CLUTCH
* HOLDING BUT NOT EFFECTIVE ASSEMBLY
(602616)
When the gear selector lever is moved to the Overdrive
Range D position from the Neutral (N) position the following
changes occur to shift the transmission into 2a
Overdrive Range - First Gear.
1 MANUAL VALVE:
In the Overdrive position the manual valve routes line pressure
DRIVE
into the drive fluid circuit. The manual valve also blocks line
pressure from entering the PRN fluid circuit and opens the PRN
fluid circuit to exhaust.
2 FORWARD CLUTCH APPLIES:
2a Forward Clutch Assembly:
Drive fluid is routed to the forward clutch piston to apply
the forward clutch plates and obtain a First gear ratio through
the transmission gear sets. 4TH CLUTCH 3RD CLUTCH
2ND CL
2ND CLUTCH
2b Transmission Fluid Pressure (TFP) Manual Valve 3d EX
Position Switch:
4TH 3RD
Drive fluid is routed to the TFP manual valve position switch ACCUMULATOR ACCUMULATOR
to signal the powertrain control module (PCM) that the 4b
2ND ACCUM
PRND43
21
REAR BAND APPLY
MANUAL 2-1
FBA
3 SHIFT ACCUMULATION:
DRIVE
BAND SERVO
4TH ACCUM
(5560) 22
3a Accumulator Valve: #2
Drive fluid is also directed to the accumulator valve where LOW & REVERSE TORQUE SIGNAL 3RD ACCUM
it is regulated into accumulator fluid pressure in response to
14 BAND SERVO
torque signal fluid pressure and accumulator valve spring (6174)
force. ACCUMULATOR
3b #5 Ball Check Valve: 4TH CLUTCH DRIVE DRIVE
Accumulator fluid seats the #5 ball check valve, is forced
ACTR FD ACCUMULATOR
DRIVE
PRN
TORQUE SIG
through orifice #9 into the 3rd accumulator circuit and fills
1 6
EX
EX
FILTERED ACTUATOR FEED
the 3rd accumulator with fluid.
ACCUM
ACCUM
ORIFICED ACCUM
DRIVE
MANUAL VALVE
3c #6 Ball Check Valve:
#6 #5
ACTUATOR FEED
PRN
Accumulator fluid seats the #6 ball check valve, is forced
PRND43
D 21
LO
PRND4
PRND4
REVERSE
D321
ACCUM
LINE
FILTER
through orifice #8 into the 4th accumulator circuit and fills 3a
3RD ACCUM
4TH ACCUM
P RND (317)
LUBE
the 4th accumulator with fluid. D 8 9
DRIVE
AIR 2 LO
BLEED 1 LUBE
REAR
3d Low and Reverse Band Servo (1-2 Accumulator): (210) PIPE 3c
Accumulator fluid is also routed into the 2nd accumulator PRND43
(39)
circuit and acts on the 1-2 accumulator piston in the low and PRESSURE
FILTERED ACTUATOR FEED
reverse band servo. The low and reverse band servo functions TAP (24) 20
DRIVE
1-2 SIGNAL
as an accumulator for 2nd clutch fluid to cushion the LINE
PRND43
ORIFICE CUP PLUG (236)
2b 2-3 DRIVE 4a 3b
intermediate clutch apply in Second gear.
LO
REV
REV
LINE ACTR FD
EX
Note: Some HYDRA-MATIC 4L80-E applications use a ball
PRESSURE REG
1-2 SOL
PRND4
check valve (#2) in the case cavity between the accumulator
SUCTION 1-2 SHIFT VALVE EX
TORQUE SIGNAL
REV ALL LO TFP
PRND43
SWITCH N.O. ON
fluid circuit and the 2nd accumulator fluid circuit. Refer to the SWITCHES
LINE N.O.
REVERSE 1-2 SIGNAL
DRIVE
CONV FD
REV 2-3 SIGNAL
application.
DRIVE ACTUATOR FEED
EX PRND4
PRN
19
FOR A SHIFT: ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
4a 1-2 Shift Valve: 5
1-2 SIGNAL
Drive fluid is routed to the 1-2 shift valve in preparation for REVERSE ACT FD LIMIT
PRND4
EX
EX
an upshift to second gear.
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
TORQUE SIGNAL
N.O. OFF
EX
PRN
The two orifices (#21 and #22) between the 2nd clutch
FBA
4TH CL FD
3RD CLUTCH FEED
circuit and drive circuit allow drive fluid to bleed into the
2nd clutch circuit in First gear (when 2nd clutch fluid is not PRN PRN
clutch fluid circuit through the orificed cup plug in the
SIGNAL
LINE
center support. However, the orifices do not allow enough 3
TCC SIGNAL
ACTUATOR FEED
pressure to build in the circuit to move the intermediate FILTER
TORQUE
1-2 SIG
(302)
clutch piston. Air in the circuit would create excess cushion FILTERED ACTR FD 4TH CL FD
LINE
when applying the intermediate clutch.
EX
TCC (PWM) PRN
SOLENOID PRESSURE
VALVE EX TCC REG CONTROL 3-4 SHIFT
(323) OFF SOLENOID
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Page 82
56B Figure 53 57
OVERDRIVE RANGE SECOND GEAR OVERDRIVE RANGE SECOND GEAR
6 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 10 8 7 4 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
POWER FROM POWER OVERDRIVE FORWARD INTERMEDIATE INTERMEDIATE LOW OUTPUT SUN REAR 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE TRANSFERS ROLLER CLUTCH CLUTCH SPRAG ROLLER CARRIER GEAR INTERNAL OFF OFF HOLDING APPLIED HOLDING APPLIED HOLDING
CONVERTER THROUGH CLUTCH APPLIED APPLIED CLUTCH CLUTCH ASSEMBLY (650) GEAR
(1) OVERDRIVE (512) (624) (644) (661) HELD (666)
PLANETARY HOLDING HOLDING OVERRUNNING DRIVEN DRIVING
GEARSET As vehicle speed increases, input signals from the transmission
speed sensors (input and output), throttle position (TP) sensor,
and other vehicle sensors are sent to the powertrain control
module (PCM). The PCM processes this information to deter-
mine the precise moment to shift the transmission. In Second
9 gear, the planetary gear sets continue to operate in reduction at a
POWER TO
gear ratio of approximately 1.48:1.
DIFFERENTIAL
ASSEMBLY
1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
2 Power Transfers Through the Overdrive Planetary
Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.
58 Figure 54 58A
OVERDRIVE RANGE SECOND GEAR OVERDRIVE RANGE SECOND GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY CLUTCH ASSEMBLY
OFF OFF HOLDING APPLIED HOLDING APPLIED HOLDING
(602616) & CENTER SUPPORT
(629640)
As vehicle speed increases, the powertrain control module (PCM)
receives input signals from both the input and output speed sen-
sors, the throttle position (TP) sensor and other vehicle sensors to
determine the precise moment to de-energize or turn OFF the 1d
1-2 shift solenoid (SS) valve. The 1-2 SS valve is OFF when the
PCM eliminates the path to ground for that circuit.
1 INTERMEDIATE CLUTCH APPLIES
DRIVE
The 1-2 SS valve and the 2-3 SS valve are de-energized,
allowing 1-2 signal and 2-3 signal fluids to exhaust and
create low pressure in these circuits.
1b 1-2 Shift Valve:
Actuator feed fluid pressure and 1-2 shift valve spring force
move the 1-2 shift valve into the upshifted position. Drive 2ND CLUTCH
fluid is routed through the 1-2 shift valve and into the 2-3
1c
drive fluid circuit. 4TH CLUTCH 3RD CLUTCH
2c
2ND CL
2ND CLUTCH
2ND CLUTCH
1c #4 Ball Check Valve: 2a EX
2-3 drive fluid seats the #4 ball check valve, passes through
4TH 3RD
two orifices (#17 and #18) and enters the 2nd clutch fluid #4 ACCUMULATOR ACCUMULATOR
#3
circuit.
2-3 DRIVE
2ND ACCUM
PRND43
21
1d Intermediate Clutch:
18 17
12
MANUAL 2-1
FBA
DRIVE
BAND SERVO
apply the intermediate clutch plates and achieve Second gear.
4TH ACCUM
(5560) 22
#2
Note: The two orifices (#21 and #22) between the 2nd clutch circuit
and drive circuit allow drive fluid to bleed into the 2nd clutch circuit LOW & REVERSE TORQUE SIGNAL 3RD ACCUM
14 BAND SERVO
in First gear (when 2nd clutch fluid is not present). This prevents air
(6174)
from accumulating in the 2nd clutch fluid circuit through the orificed
ACCUMULATOR
cup plug in the center support. However, the orifices do not allow 7
4TH CLUTCH DRIVE DRIVE
enough pressure to build in the circuit to move the intermediate
ACTR FD ACCUMULATOR
DRIVE
PRN
clutch piston. Air in the circuit would create excess cushion when
D 21
TORQUE SIG
EX
EX
applying the intermediate clutch.
FILTERED ACTUATOR FEED
ACCUM
ACCUM
ORIFICED ACCUM
DRIVE
MANUAL VALVE
2 SHIFT ACCUMULATION
#6 #5
ACTUATOR FEED
PRND43
2a Low and Reverse Band Servo (1-2 Accumulator):
LO
PRND4
PRND4
REVERSE
D321
ACCUM
LINE
FILTER
2b
3RD ACCUM
2nd clutch fluid is also sent to the 1-2 accumulator piston in
4TH ACCUM
(317)
P RND
LUBE
the low and reverse band servo assembly. 2nd clutch fluid D 8 9
DRIVE
AIR 2
BLEED 1
is forced against 2nd accumulator fluid pressure and 1-2
LUBE
REAR
(210) PIPE
accumulator piston spring force to cushion the apply of the
PRND43
(39) LO
intermediate clutch.
PRESSURE FILTERED ACTUATOR FEED
LO
TAP (24) 20
2b Accumulator Valve:
DRIVE
1-2 SIGNAL
1a
2nd accumulator fluid is forced out of the low and reverse LINE
PRND43
ORIFICE CUP PLUG (236)
2-3 DRIVE 1b
band servo when 2nd clutch fluid pressure moves the 1-2
LO
REV
REV
LINE ACTR FD
accumulator piston and compresses the 1-2 accumulator
EX
PRESSURE REG
1-2 SOL
piston spring. 2nd accumulator fluid flows into the
PRND4
1-2 SHIFT VALVE
2-3 DRIVE
SUCTION EX
TORQUE SIGNAL
accumulator and orificed accumulator fluid circuits. Orificed REV ALL LO TFP
PRND43
SWITCHES SWITCH N.O. OFF
accumulator fluid pressure and accumulator spring force LINE N.O.
REVERSE 1-2 SIGNAL
PRND4
regulate the accumulator valve against torque signal fluid
DRIVE
CONV FD
REV 2-3 SIGNAL
pressure. This allows excess 2nd accumulator fluid to exhaust
ACTUATOR FEED
DRIVE
EX PRND4
2c Manual 2-1 Band Servo:
19
ACTUATOR FEED
LINE
2-3 drive fluid is also routed through the 2-3 shift valve,
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
1-2 SIGNAL
Band Apply (FBA) circuit. FBA fluid seats the #3 ball
REVERSE ACT FD LIMIT
PRND4
EX
check valve and is orificed to the apply side of the manual
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
2-1 band servo piston. With PRND43 fluid pressure and LINE 2-3 SHIFT VALVE EX
spring force acting on the release side of the piston, the
TORQUE SIGNAL
N.O. OFF
EX
PRN
FBA
4TH CL FD
manual 2-1 band stays in the released position. FBA fluid
FILTER 3RD CLUTCH FEED
FILTERED 2-3 DRIVE 2-3 DRIVE
FRONT BAND APPLY
SIGNAL
LINE
ACTUATOR FEED
FILTER
screen, into the filtered 2-3 drive circuit and to the TCC 3a
TORQUE
1-2 SIG
(302)
(PWM) solenoid valve. Figure 55 shows the TCC (PWM) FILTERED ACTR FD 4TH CL FD
LINE
TCC (PWM) PRN
SOLENOID PRESSURE
drive fluid from entering the TCC signal circuit at the VALVE EX
TCC REG CONTROL 3-4 SHIFT
solenoid. This keeps the converter clutch in the released (323) OFF SOLENOID
VALVE (320) 15
EX
position under normal operating conditions. (See Electrical REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Components section.)
COMPLETE HYDRAULIC CIRCUIT
58B Page 84 Figure 55 59
OVERDRIVE RANGE THIRD GEAR OVERDRIVE RANGE THIRD GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 3 5 9 9a 10 7 6 4 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3
POWER FROM POWER OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW OUTPUT SUN REAR CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE TRANSFERS ROLLER CLUTCH CLUTCH CLUTCH SPRAG ROLLER CARRIER GEAR INTERNAL OFF ON HOLDING APPLIED APPLIED OVERRUN APPLIED HOLDING
CONVERTER THROUGH CLUTCH APPLIED APPLIED APPLIED CLUTCH CLUTCH ASSEMBLY (650) GEAR
(1) OVERDRIVE (512) (624) (644) (661) DRIVING (666)
PLANETARY HOLDING OVERRUNNING OVERRUNNING DRIVEN DRIVING As vehicle speed increases further, input signals from both trans-
GEARSET mission speed sensors (input and output), throttle position (TP)
sensor, and other vehicle sensors are sent to the PCM. The PCM
uses this information to determine the precise moment to shift
the transmission into Third gear. In Third gear, all three plan-
etary gear sets rotate at the same speed, providing a 1:1 direct
drive gear ratio between the converter turbine and output shaft.
POWER TO
DIFFERENTIAL
ASSEMBLY 1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
2 Power Transfers Through the Overdrive Planetary
Gearset
Engine torque is transmitted from the torque converter turbine
to the forward clutch housing (602) in the same manner as
Park range - a 1:1 direct drive through the overdrive planetary
gear set.
3 Forward Clutch Applied
The forward clutch plates (610, 611) are applied and power
flow is directed to the forward clutch hub (613). The main
shaft (662) is splined to the forward clutch hub and transfers
power flow to the rear internal gear (666).
FORWARD 4 Rear Internal Gear Driving
FORWARD CLUTCH MAIN The output carrier pinion gears are in mesh with and driven
CLUTCH HUB SHAFT by the rear internal gear.
APPLIED (613) (662)
OVERDRIVE 5 Direct Clutch Applied
CARRIER The direct clutch plates are applied and engine torque is
ASSEMBLY
(514) transferred from the forward clutch housing to the direct
OVERRUN clutch housing (623).
CLUTCH
HOUSING 6 Sun Gear Driving
(504)
The sun gear shaft (649), splined to both the direct clutch
housing and sun gear (650), transfers power flow to the sun
TURBINE
SHAFT
gear.
(502)
7 Output Carrier Driven
DIRECT With the sun gear and rear internal gear both turning at
CLUTCH
HUB converter turbine speed, the output carrier pinion gears are
TURBINE (615) locked and force the output carrier assembly to rotate at the
SHAFT same speed.
OVERDRIVE (502)
ROLLER 8 Power to Differential Assembly
CLUTCH The output shaft assembly (671) is connected to the output
(512)
HOLDING OUTPUT carrier and provides the power output to the vehicle drive
REAR shaft to obtain a 1:1 direct drive gear ratio through the
INTERNAL SHAFT
GEAR ASSEMBLY transmission gear sets.
OUTPUT (666) (671)
CARRIER DRIVING
ASSEMBLY 9 Intermediate Clutch Applied
(661) The intermediate clutch plates (631, 632) are applied and
CASE DRIVEN hold the intermediate sprag outer race (625) stationary to
(7) SUN
INTERMEDIATE GEAR the case.
CLUTCH (650)
INTERMEDIATE APPLIED DRIVING 9a Intermediate Sprag Clutch Overruns
SPRAG With the direct clutch housing rotating clockwise, the
DIRECT CLUTCH intermediate sprag clutch (624) overruns and does not
CLUTCH (624) affect power flow.
APPLIED OVERRUNNING
10 Low Roller Clutch Overruns
MAIN The reaction carrier pinion gears are also locked between
SHAFT the output carrier and sun gear which are both driving at
(662) converter turbine speed. This drives the reaction carrier
assembly in a clockwise direction, causing the low roller
clutch (644) to overrun.
CENTER
SUPPORT In Overdrive Range - Third Gear the overdrive roller clutch
AND RACE (512) overruns when the throttle is released to allow the
INTERMEDIATE ASSEMBLY vehicle to coast. See Manual Third (page 66A) for a descrip-
SUN GEAR SPRAG CLUTCH (640)
SHAFT OUTER RACE tion of power flow during coast conditions.
(649) (625)
HELD As vehicle speed increases, less torque multiplication is re-
quired to operate the engine efficiently. Therefore, it is desirable
to shift to an overdrive gear ratio, or Fourth gear.
60 Figure 56 60A
OVERDRIVE RANGE THIRD GEAR OVERDRIVE RANGE THIRD GEAR
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
OFF ON HOLDING APPLIED APPLIED OVERRUN APPLIED HOLDING
(602616) (616623) & CENTER SUPPORT
(629640)
As vehicle speed increases, the PCM receives input signals
from both speed sensors, the TP sensor and other vehicle sen- 1
sors to determine the precise moment to energize or turn ON
the 2-3 shift solenoid (SS) valve. The 2-3 solenoid is ON when
the PCM provides a path to ground for that electrical circuit.
This prevents 2-3 signal fluid from exhausting at the 2-3 SS
valve, thereby increasing 2-3 signal fluid pressure.
3RD/REVERSE
DRIVE
1 DIRECT CLUTCH APPLIES
1a 2-3 Shift Solenoid (SS) Valve Eneergized:
3RD/REVERSE
High 2-3 signal fluid pressure (dark blue) overcomes the
force from actuator feed fluid and the 2-3 shift valve return
spring (309) and moves the 2-3 shift valve (312) to the
upshifted position. 2ND CLUTCH
1b 2-3 Shift Valve:
4TH CLUTCH 3RD CLUTCH
2-3 drive fluid is routed through the 2-3 shift valve and 3
2ND CL
2ND CLUTCH
2ND CLUTCH
enters the 3rd clutch feed circuit.
EX
1c #8 Ball Check Valve:
4TH 3RD
3RD/REVERSE
#4
ACCUMULATOR
ACCUMULATOR
3rd clutch feed fluid seats the #8 ball check valve, flows
#3
2-3 DRIVE
2ND ACCUM
PRND43
21
through an orifice and enters the 3rd clutch circuit.
2a
18 17
12
1d #11 Ball Check Valve:
MANUAL 2-1
FBA
DRIVE
3rd clutch fluid seats the #11 ball check valve against the BAND SERVO
4TH ACCUM
(5560)
22
reverse circuit and enters the 3rd/reverse circuit. 3rd/reverse #2
fluid is directed to the inner area of the direct clutch piston
LOW & REVERSE TORQUE SIGNAL
3RD ACCUM
(619) where it applies the direct clutch plates (611, 618) to
14 BAND SERVO
obtain Third gear.
(6174)
ACCUMULATOR
2 SHIFT ACCUMULATION
3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
2a 3rd Accumulator:
ACTR FD ACCUMULATOR
DRIVE
PRN
D 21
3rd clutch fluid is directed to the 3rd accumulator piston
TORQUE SIG
EX
EX
(405). The piston is forced against 3rd accumulator fluid
ACCUM
ACCUM
ORIFICED ACCUM
DRIVE
pressure and 3rd clutch accumulator spring (50) force to MANUAL VALVE
cushion the apply of the direct clutch plates. #6 #5
ACTUATOR FEED
PRND43
LO
PRND4
PRND4
REVERSE
D321
ACCUM
LINE
FILTER
2b # 5 Ball Check Valve: 2c
3RD ACCUM
4TH ACCUM
(317)
P RND
LUBE
3rd accumulator fluid is forced out of the 3rd accumulator D 8 9
DRIVE
AIR 2
when 3rd clutch fluid pressure moves the piston and BLEED 1
LUBE
REAR
(210) PIPE
compresses the spring. 3rd accumulator fluid unseats the #5
PRND43
(39) LO
ball check valve and enters the accumulator fluid circuit.
PRESSURE FILTERED ACTUATOR FEED
LO
TAP (24) 20
2c Accumulator Valve:
DRIVE
1-2 SIGNAL
LINE
PRND43
Accumulator fluid flows through orifice #6 and enters the ORIFICE CUP PLUG (236)
2-3 DRIVE 2b
orificed accumulator circuit. Orificed accumulator fluid
LO
REV
REV
LINE
3RD/REVERSE
ACTR FD
EX
PRESSURE REG
1-2 SOL
against torque signal fluid pressure to exhaust excess
PRND4
1-2 SHIFT VALVE
2-3 DRIVE
SUCTION EX
TORQUE SIGNAL
TFP
accumulator fluid through the valve, into the lo fluid circuit REV ALL
PRND43
LO
SWITCHES SWITCH N.O. OFF
and past the manual valve. LINE N.O.
REVERSE 1-2 SIGNAL
PRND4
DRIVE
CONV FD
REV 2-3 SIGNAL
3 MANUAL 2-1 BAND SERVO RELEASES
EX PRND4
Front Band Apply (FBA) fluid is open to an exhaust port at
19
the 2-3 shift valve, allowing FBA fluid to exhaust from the ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
1a
front servo assembly, thus releasing the manual 2-1 band.
3RD CLUTCH
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
1-2 SIGNAL
REVERSE ACT FD LIMIT
PRND4
4 TORQUE CONVERTER CLUTCH RELEASED
EX
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
4a TCC (PWM) Solenoid Valve:
LINE 2-3 SHIFT VALVE EX
Filtered 2-3 drive fluid is still available at the TCC (PWM)
EX
TORQUE SIGNAL
N.O. ON
PRN
FBA
solenoid valve. However, under normal operating conditions
4TH CL FD
FILTER
the PCM keeps the pulse width modulated (PWM) solenoid 1c
(75) #8
de-energized. Filtered 2-3 drive fluid exhausts through the
FILTERED 2-3 DRIVE
2-3 DRIVE
1b 11
3a
solenoid, thereby keeping the torque converter clutch
FRONT BAND APPLY
released.
SIGNAL
3RD/REVERSE
LINE
TCC SIGNAL
ACTUATOR FEED
5 PREPERATION FOR SHIFT TO FOURTH GEAR: 4a FILTER
3RD/REV
TORQUE
1-2 SIG
REVERSE
(302)
4TH CL FD
3RD CL
PRND4 fluid is also routed through the upshifted 2-3 shift FILTERED ACTR FD
LINE
EX
valve. This fluid enters the 4th clutch feed circuit and is TCC (PWM) PRN
SOLENOID PRESSURE
directed to the downshifted 3-4 shift valve (308) in prepara- VALVE EX
(323)
TCC REG CONTROL
SOLENOID
3-4 SHIFT
#11
OFF
tion for a shift to 4th gear. VALVE (320) 15
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX 1d
COMPLETE HYDRAULIC CIRCUIT
60B Page 86 Figure 57 61
OVERDRIVE RANGE FOURTH GEAR OVERDRIVE RANGE FOURTH GEAR
6 4 5 3 SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
1 2 FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
POWER FROM FOURTH OVERDRIVE OVERDRIVE OVERDRIVE OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
TORQUE CLUTCH ROLLER CARRIER INTERNAL SUN CLUTCH CLUTCH CLUTCH SPRAG ROLLER
ON ON APPLIED OVERRUN APPLIED APPLIED OVERRUN APPLIED HOLDING
CONVERTER APPLIED CLUTCH ASSEMBLY GEAR GEAR APPLIED APPLIED APPLIED CLUTCH CLUTCH
(1) (512) (514) DRIVEN HELD (624) (644)
OVERRUNNING DRIVING OVERRUNNING OVERRUNNING To maximize engine performance and fuel economy, a Fourth
gear (Overdrive) is used to achieve an approximate ratio of
.75:1 through the transmission gear sets to the vehicle drive
shaft. This allows the vehicle to maintain a given road speed
with less engine output speed.
POWER TO The converter clutch is applied and converter turbine speed
DIFFERENTIAL
ASSEMBLY equals engine speed (see torque converter, page 12).
1 Power from Torque Converter
The overdrive carrier assembly (514) is driven by the turbine
shaft (502), which is splined to the converter turbine.
2 Fourth Clutch Applied
The 4th clutch plates (525, 526) are splined to the 4th clutch
housing (529) and overrun clutch housing (504). The 4th
clutch housing is held stationary to the transmission case by
the 4th clutch feed bolt (26). The 4th clutch plates are applied
and hold the overrun clutch housing stationary.
3 Overdrive Sun Gear Held
The sun gear in the overdrive planetary gear set is part of
the overrun clutch housing assembly and is also held
stationary.
4 Overdrive Carrier Assembly Driving
FORWARD
Engine torque is transferred through the turbine shaft to the
OVERDRIVE FORWARD CLUTCH MAIN overdrive carrier assembly (514). As the overdrive carrier
INTERNAL CLUTCH HUB SHAFT assembly rotates clockwise, the overdrive carrier pinion gears
OVERDRIVE GEAR APPLIED (613) (662)
CARRIER DRIVEN
rotate on their pins as they walk around the stationary
OVERDRIVE ASSEMBLY overdrive sun gear.
SUN (514)
OVERRUN GEAR 5 Overdrive Internal Gear Driven
4TH CLUTCH CLUTCH DRIVING
HELD The overdrive carrier pinion gears are also in mesh with the
4TH HOUSING HOUSING
CLUTCH (529) (504) overdrive internal gear which is part of the forward clutch
APPLIED housing (602). The gear ratio through the overdrive planetary
gearset is approximately .75:1.
6 Overdrive Roller Clutch Overruns
With the overdrive carrier rotating around the stationary
TURBINE
overrun clutch housing, the overdrive roller clutch (512)
DIRECT
SHAFT CLUTCH overruns.
(502) HUB
TURBINE (615) Power flow from the forward clutch housing to the output
SHAFT shaft (671) is the same as Overdrive Range - Third Gear.
OVERDRIVE (502)
ROLLER Refer to page 60A for a description of this power flow.
CLUTCH
(512) With power flow between the forward clutch housing and the
OVERRUNNING OUTPUT output shaft a 1:1 direct drive ratio, the overall transmission
REAR SHAFT gear ratio is .75:1.
4TH CLUTCH INTERNAL ASSEMBLY
FEED BOLT OUTPUT GEAR (671)
CARRIER (666)
When the throttle is released in Overdrive Range - Fourth Gear,
CASE (26)
ASSEMBLY the vehicle is not allowed to coast. This is due to the 4th clutch
(7)
CASE (661) plates holding the overrun clutch housing and sun gear station-
INTERMEDIATE (7) ary. With power flow driving from the vehicle drive shaft, the
SUN
CLUTCH
GEAR forward clutch housing attempts to drive the overdrive carrier
APPLIED pinions and overdrive carrier assembly faster than engine speed
INTERMEDIATE (650)
SPRAG drives the turbine shaft. However, the turbine shaft and over-
DIRECT CLUTCH
CLUTCH (624)
drive carrier are splined together and must turn at the same
APPLIED OVERRUNNING speed.
Because neither the roller clutches nor the sprag is used in
driving the vehicle during acceleration, there are no elements to
MAIN
SHAFT
overrun to allow the vehicle to coast in Fourth gear. Therefore,
(662) engine compression slows the vehicle when the throttle is re-
leased until the transmission downshifts into Overdrive Range -
CENTER
Third Gear. In Third gear, the overdrive roller clutch is used as a
SUPPORT driving member and will overrun when the throttle is released to
AND RACE allow the vehicle to coast.
INTERMEDIATE ASSEMBLY
SUN GEAR SPRAG CLUTCH However, due to the gear ratio in Overdrive, engine compres-
(640)
SHAFT OUTER RACE
(649) (625)
sion braking is not as noticeable by the driver as it is in the
HELD Manual gear ranges.
62 Figure 58 62A
OVERDRIVE RANGE FOURTH GEAR OVERDRIVE RANGE FOURTH GEAR
(Torque Converter Clutch Released)
4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(523533) (602616) (616623) & CENTER SUPPORT
(629640)
ON ON APPLIED OVERRUN APPLIED APPLIED OVERRUN APPLIED HOLDING
DRIVE
ground for that electrical circuit. This prevents 1-2 signal fluid
3RD/REVERSE
signal fluid pressure.
High 1-2 signal fluid pressure is not great enough to
4TH CLUTCH 4TH CLUTCH 3RD CLUTCH
overcome the force from high 2-3 signal fluid pressure,
2ND CL
2ND CLUTCH
2ND CLUTCH
actuator feed fluid pressure and spring force at the 1-2 shift 2a
4TH CLUTCH
valve (314). Therefore, the 1-2 shift valve stays in the EX
4TH 3RD
3RD/REVERSE
upshifted position. #4 ACCUMULATOR ACCUMULATOR
2-3 DRIVE
2ND ACCUM
21
1b 3-4 Shift Valve:
1-2 signal fluid pressure force at the 3-4 shift valve (308) 18 17
REAR BAND APPLY
overcomes the force from actuator feed fluid pressure and
DRIVE
the return spring to move the valve to the upshifted position.
4TH ACCUM
22
#2
4th clutch feed fluid from the 2-3 shift valve flows through
the 3-4 shift valve and enters the 4th clutch circuit. LOW & REVERSE TORQUE SIGNAL
3RD ACCUM
14 BAND SERVO
(6174)
1c #10 Ball Check Valve:
ACCUMULATOR
4th clutch fluid seats the #10 ball check valve and is routed 7
3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
through orifice #10. 4th clutch fluid is then directed to the
4th clutch piston (528) to apply the 4th clutch plates (525,
ACTR FD ACCUMULATOR
DRIVE
PRN
D 21
TORQUE SIG
526) and obtain Fourth gear.
EX
EX
ACCUM
FILTERED ACTUATOR FEED
ACCUM
ORIFICED ACCUM
DRIVE
MANUAL VALVE
Note: Orifice #7 between the 4th clutch circuit and drive circuit
#6 #5
allows drive fluid to bleed into the 4th clutch circuit in all other
ACTUATOR FEED
PRND43
LO
PRND4
PRND4
REVERSE
D321
ACCUM
LINE
FILTER
gear ranges when 4th clutch fluid is not present. This prevents
2c
3RD ACCUM
4TH ACCUM
(317)
P RND
LUBE
air from accumulating in the 4th clutch circuit through the D 8 9
DRIVE
AIR 2
orifice cup plug (530) in the 4th clutch housing (529). How- 1
BLEED
LUBE
REAR
ever, the orifice does not allow enough pressure to build in the (210) PIPE 2b
PRND43
(39) LO
circuit to move the 4th clutch piston. Air in the circuit would
PRESSURE FILTERED ACTUATOR FEED
LO
create excess cushion when applying the 4th clutch.
TAP (24) 20
DRIVE
1-2 SIGNAL
LINE
PRND43
2-3 DRIVE
2 2-3 SHIFT ACCUMULATION ORIFICE CUP PLUG (236)
LO
REV
REV
2a 4th Accumulator: LINE
3RD/REVERSE
ACTR FD
EX
PRESSURE REG
4th clutch fluid is also directed to the 4th accumulator piston. 1-2 SOL
PRND4
1-2 SHIFT VALVE
2-3 DRIVE
SUCTION EX
TORQUE SIGNAL
The 4th accumulator piston is forced against 4th accumulator
TFP
REV LO
4TH CLUTCH
ALL
PRND43
SWITCHES SWITCH N.O. ON
fluid pressure and 4th accumulator spring force to cushion
LINE N.O.
REVERSE 1-2 SIGNAL
the apply of the 4th clutch plates. 4th accumulator fluid is PRND4
DRIVE
CONV FD
REV 2-3 SIGNAL
forced out of the 4th accumulator when 4th clutch fluid
DRIVE ACTUATOR FEED
pressure moves the piston and compresses the spring.
1a
EX PRND4
19
ACTUATOR FEED
LINE
BOOST
4
4th accumulator fluid unseats the #6 ball check valve and
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
3RD CLUTCH
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
enters the accumulator fluid circuit. 5
1-2 SIGNAL
REVERSE ACT FD LIMIT
PRND4
EX
2c Accumulator Valve:
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
Accumulator fluid passes through orifice #6 and enters the
LINE 2-3 SHIFT VALVE EX
orificed accumulator circuit. Orificed accumulator fluid
TORQUE SIGNAL
N.O. ON
EX
FBA
PRN
pressure and spring force regulate the accumulator valve
4TH CL FD
FILTER 3RD CLUTCH FEED
against torque signal fluid pressure. This action exhausts
(75) #8
excess accumulator fluid through the valve, into the lo fluid
FILTERED 2-3 DRIVE
2-3 DRIVE
11
1c 1b
circuit and past the manual valve.
4TH CLUTCH
SIGNAL
3RD/REV
LINE
TCC SIGNAL
ACTUATOR FEED
FILTER
3a
3RD/REV
3a TCC (PWM) Solenoid Valve:
TORQUE
1-2 SIG
REVERSE
(302)
4TH CL FD
3RD CL
FILTERED ACTR FD
LINE
4TH CL
EX
by the PCM. The TCC (PWM) solenoid valve regulates TCC (PWM) PRN
SOLENOID PRESSURE
filtered 2-3 drive fluid into the TCC signal circuit. Refer to VALVE EX
TCC REG CONTROL 10 3-4 SHIFT
(323) OFF SOLENOID #11
pages 64 and 65 for a detailed description of TCC Apply.
VALVE (320)
15
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
TCC ENABL
engine and transmission are operating properly to engage the
EX
(1)
1
apply the torque converter clutch:
50 TCC TCC SIGNAL
A
APPLY FRONT LUBE OFF At this time the Torque Converter Clutch is
FLUID 24
25
REG CONV FD
considered to be disengaged (OFF), 0% duty cycle.
TCC ENABLE
CONVERTER FEED
PRESSURE
S TIME RELEASE
0
TCC APPLY & RELEASE
EX
PCM decision to apply TCC (see page 44, in the Electrical
Components section, for more information).
APPLY/RETURN
CONV LIMIT
TCC SIGNAL
COOLER
APPLY/RETURN EX
RELEASE
LO
PRND43
CONV FD Stage 1 The PCM pulses the TCC (PWM) solenoid valve
REG APPLY
to approximately 30% duty cycle from point S to point A.
REG CONV FD
TFP Filtered 2-3 drive fluid at the TCC (PWM) solenoid is pulsed
DRIVE
REV ALL LO
PRND43
SWITCHES SWITCH
into the TCC signal fluid circuit. The TCC signal fluid pressure
N.O.
3
PRND4
DRIVE ORIFICED REG APPLY at point A is strong enough to move the converter clutch shift
REV
PRND4
REGULATED APPLY valve and the TCC enable valve against their springs. With
the converter clutch shift valve in the apply position, Release
TCC (PWM)
APPLY/RETURN
SOLENOID fluid can exhaust through the TCC enable valve. This stage
STAGE 1 VALVE EX
(323) ON
TCC REG
is designed to move the converter clutch shift valve from the
EX
(S - A)
released to the applied position; there is not enough pressure
RELEASE FILTERED 2-3 DRIVE LINE
to apply the TCC.
TCC ENABL
EX
Stage 2 The TCC (PWM) solenoid valve duty cycle is
EX
ramped up from point A to point B to approximately 60%.
(1)
B
TCC regulator apply valve against spring force. Line pressure
TCC SIGNAL from the pump enters the regulated apply circuit at the TCC
24
25
REG CONV FD
FLUID TCC ENABLE converter clutch shift valve into the apply/return circuit. The
CONVERTER FEED
PRESSURE TIME RELEASE
S pressure value in the regulated apply circuit should now be
0
TCC APPLY & RELEASE EX high enough to fully apply the TCC pressure plate. Slip
APPLY/RETURN
CONV LIMIT
TCC SIGNAL
COOLER speed should be at the correct value (near 0).
APPLY/RETURN EX
RELEASE
LO
PRND43
CONV FD
REG APPLY
Stage 3 Now the regulated apply pressure is increased. This
REG CONV FD
TFP
is caused by the TCC (PWM) solenoid valve duty cycle
DRIVE
REV ALL LO
PRND43
being increased from point B to point C, to approximately
SWITCHES SWITCH
N.O.
PRND4 DRIVE
3
ORIFICED REG APPLY 70%. This extra pressure ensures that the apply force on the
REV
TCC pressure plate is not at the slip threshold, but a little
REGULATED APPLY
PRND4
above it. TCC plate material is therefore protected from
TCC (PWM)
SOLENOID
damage due to slippage.
APPLY/RETURN
STAGE 2 VALVE EX TCC REG
(323) ON
Note: Under normal operating conditons the torque converter
EX
(A - B)
RELEASE FILTERED 2-3 DRIVE LINE
clutch is in the released position during first, second and third
gears. However, when the transmission fluid temperatures
exceed approximately 121C (250F), the PCM will apply the
TCC ENABL
EX
torque converter clutch in second and third gears to help
EX
PERCENT DUTY CYCLE
100%
TORQUE STAGE TCC ENABLE reduce fluid temperatures.
CONVERTER 3 REG CONV FEED
75 C
(1)
B
TCC SIGNAL
CONV CLUTCH SHIFT
50
TCC TCC ENABLE FRONT LUBE
A APPLY
24
25
REG CONV FD
FLUID TCC ENABLE
CONVERTER FEED
PRESSURE TIME
S RELEASE
0
TCC APPLY & RELEASE EX
APPLY/RETURN
CONV LIMIT
TCC SIGNAL
COOLER
APPLY/RETURN EX
RELEASE
LO
PRND43
CONV FD
REG APPLY
REG CONV FD
TFP
DRIVE
REV ALL LO
PRND43
SWITCHES SWITCH
N.O.
3
PRND4
DRIVE ORIFICED REG APPLY
REV
REGULATED APPLY
PRND4
TCC (PWM)
SOLENOID
APPLY/RETURN
STAGE 3 VALVE EX
(323) ON
TCC REG
EX
(B - C)
64 Figure 60 64A
OVERDRIVE RANGE FOURTH GEAR OVERDRIVE RANGE FOURTH GEAR
(Torque Converter Clutch from Applied to Released)
(Torque Converter Clutch from Applied to Released)
When the TCC pressure plate is applied, it is held against the
TCC ENABL
EX
torque converter cover. Since it is splined to the converter
EX
24
25
REG CONV FD
FLUID TCC ENABLE
CONVERTER FEED
to the drive wheels. PRESSURE
TIME RELEASE
S
0
TCC APPLY & RELEASE EX
ON At this time the Torque Converter Clutch is
APPLY/RETURN
CONV LIMIT
TCC SIGNAL
COOLER
RELEASE
LO
PRND43
PCM decision to release TCC (see page 44, in the Electrical CONV FD
REG APPLY
Components section, for more information). REG CONV FD
TFP
DRIVE
REV ALL LO
PRND43
SWITCHES SWITCH
N.O.
3
PRND4
DRIVE ORIFICED REG APPLY
Stage 4 During this stage, the apply/return pressure from REV
REGULATED APPLY
the TCC regulator apply valve is decreased by the TCC
PRND4
(PWM) solenoid valve duty cycle dropping from point D to
TCC (PWM)
SOLENOID
point E, to approximately 60%. Spring force pushes the valve APPLY/RETURN
back and closes off the flow of line fluid feeding the regulated STAGE 4 VALVE EX
(323) ON
TCC REG
EX
(D - E)
apply circuit. This reduces the apply force on the TCC pressure RELEASE FILTERED 2-3 DRIVE LINE
;;;;
plate to the slip threshold. This gets the TCC pressure plate
ready for a smooth release.
;;;;
;;
EX
TCC ENABL
EX
;;;;
;;
TCC ENABLE
Stage 5 The TCC (PWM) solenoid valve duty cycle is
ramped down from point E to point F through this stage. CONVERTER 75 C D STAGE
REG CONV FEED
(1)
B E 5
This action allows the regulated apply pressure to start at the
;;;;
;;
50 TCC SIGNAL
24
short time to point F. The regulated apply pressure value
;;;;
;;
25
REG CONV FD
FLUID TCC ENABLE
CONVERTER FEED
F
from the TCC regulator apply valve at this duty cycle (point S
PRESSURE TIME RELEASE
0
F) should fully release the TCC pressure plate. Slip speed
;;;;
;;
TCC APPLY & RELEASE EX
should be at the maximum value.
APPLY/RETURN
CONV LIMIT
TCC SIGNAL
COOLER
APPLY/RETURN
;;;;
;;
EX
RELEASE
LO
PRND43
CONV FD
REG APPLY
Stage 6 The PCM pulses the TCC (PWM) solenoid valve
;;;;
;;
REG CONV FD
to a value of 0. Now the converter clutch shift valve and TFP
DRIVE
REV ALL LO
the TCC enable valve return to their released positions (away PRND43
SWITCHES SWITCH
;;;;
;;
N.O.
from the spring). Release fluid is now directed back to the
PRND4 DRIVE
3
ORIFICED REG APPLY
torque converter. This stage is designed to move the converter REV
REGULATED APPLY
;;;;
PRND4
clutch shift valve to the released position.
TCC (PWM)
SOLENOID
OFF At this time the Torque Converter Clutch is APPLY/RETURN
STAGE 5 VALVE EX
(323) ON
TCC REG
considered to be disengaged (OFF).
EX
(E - F)
RELEASE FILTERED 2-3 DRIVE LINE
;;;;
(Some PCM calibrations may allow stages 4 - 6 to happen
very rapidly in almost a straight line down from point D to
;;;;
EX
point G.)
TCC ENABL
EX
;;;;
TORQUE TCC ENABLE
The PCM monitors for high TCC slip in second and third CONVERTER
REG CONV FEED
75 C D
gears only. The transmission must be in hot mode or
(1)
;;;;
B E
experiencing a wide open throttle maneuver in order for the 50 STAGE
TCC SIGNAL
;;;;
24
25
REG CONV FD
PCM detects high TCC slip when the TCC is commanded FLUID
TCC ENABLE
CONVERTER FEED
F
PRESSURE TIME
ON, then Diagnostic Trouble Code (DTC) P0741 will set 0
S G
RELEASE
;;;;
and the PCM will illuminate the malfunction indicator lamp
TCC APPLY & RELEASE EX
APPLY/RETURN
CONV LIMIT
(MIL), inhibit TCC operation, increase line pressure and
TCC SIGNAL
COOLER
;;;;
inhibit 4th gear. The DTC P0741 will then be stored in PCM
APPLY/RETURN EX
RELEASE
history. If the PCM detects low TCC slip when the TCC is
LO
PRND43
CONV FD
REG APPLY
;;;;
commanded OFF, then DTC P0742 will set and the PCM
REG CONV FD
will illuminate the malfunction indicator lamp (MIL), increase TFP
DRIVE
REV ALL LO
PRND43
line pressure and freeze shift adapts. The DTC P0742 will SWITCHES SWITCH
;;;;
N.O.
3
then be stored in PCM history. REV
PRND4 DRIVE
ORIFICED REG APPLY
;;;;
REGULATED APPLY
PRND4
TCC (PWM)
SOLENOID
APPLY/RETURN
STAGE 6 VALVE EX TCC REG
(323) OFF
EX
(F - G)
RELEASE FILTERED 2-3 DRIVE LINE
COMPLETE HYDRAULIC CIRCUIT
Page 90
64B Figure 61 65
OVERDRIVE RANGE 4-3 DOWNSHIFT OVERDRIVE RANGE 4-3 DOWNSHIFT
(Torque Converter Clutch Released)
4TH CLUTCH (Torque Converter Clutch Released) INTERMEDIATE
ASSEMBLY CLUTCH ASSEMBLY SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
FORWARD CLUTCH DIRECT CLUTCH FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
(523533) & CENTER SUPPORT 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
ASSEMBLY ASSEMBLY (629640)
OFF ON HOLDING APPLIED APPLIED OVERRUN APPLIED HOLDING
(602616) (616623)
A forced 4-3 downshift in Overdrive range occurs by increasing
the throttle valve angle (percentage of accelerator pedal travel
or throttle position) while the vehicle is operating in Fourth
gear. A 4-3 downshift can also occur when the vehicle is
decelerating during coast conditions or when load on the vehicle
is increased. Also, if the TCC is applied in Fourth gear it will
3RD/REVERSE release prior to the transmission making a 4-3 downshift. Under
DRIVE
normal operating conditions the PCM will keep the converter
clutch released in Third gear. The TCC also releases under
3RD/REVERSE
minimum and heavy throttle conditions. Figure 63 shows the
TCC (PWM) solenoid valve de-energized and the TCC released.
Refer to pages 64A and 64B for descriptions of the torque
2ND CLUTCH converter clutch hydraulic and electrical circuits during release
and apply.
1d
4TH CLUTCH 4TH CLUTCH 3RD CLUTCH
A 4-3 downshift occurs when the PCM receives the appropriate
2ND CL
2ND CLUTCH
2ND CLUTCH
4TH CLUTCH
2a
input signals to de-energize or turn OFF current supply to the
EX
1-2 shift solenoid (SS) valve (opens the ground path of the
4TH 3RD
3RD/REVERSE
#4 ACCUMULATOR ACCUMULATOR circuit). During a 4-3 downshift, the following changes occur to
the hydraulic system:
2-3 DRIVE
2ND ACCUM
21
18 17
REAR BAND APPLY
1 FOURTH CLUTCH RELEASES
DRIVE
1a 1-2 Shift Solenoid (SS) Valve De-energized:
4TH ACCUM
22
#2
1-2 signal fluid exhausts through the 1-2 SS valve and
LOW & REVERSE TORQUE SIGNAL
3RD ACCUM
becomes low pressure at the 1-2 shift valve and 3-4 shift
(6174)
ACCUMULATOR
3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
The 1-2 shift valve remains in the upshifted position due to
high 2-3 signal fluid pressure, actuator feed fluid pressure
ACTR FD ACCUMULATOR
DRIVE
PRN
D 21
TORQUE SIG
and 1-2 shift valve return spring force.
6
EX
EX
ACCUM
ACCUM
ORIFICED ACCUM
DRIVE
MANUAL VALVE
1c 3-4 Shift Valve
#6 #5 Actuator feed fluid pressure and spring force move the 3-4
ACTUATOR FEED
PRND43
LINE
LO
PRND4
PRND4
REVERSE
D321
FILTER ACCUM shift valve to the downshifted position. This blocks 4th
2b
3RD ACCUM
4TH ACCUM
P RND (317)
clutch feed at the 3-4 shift valve and opens the 4th clutch
LUBE
D 8 9
AIR 2 DRIVE LO
fluid circuit to an orificed exhaust.
BLEED LUBE
REAR
(210) PIPE
PRND43
(39)
1d 4th Clutch Housing
PRESSURE FILTERED ACTUATOR FEED 4th clutch fluid exhausts from the 4th clutch housing thus
TAP (24) 20
DRIVE changing the power flow through the transmission from a
1-2 SIGNAL
1a
LINE
PRND43
2-3 DRIVE 1b Fourth gear (Overdrive) ratio to a Third gear ratio.
ORIFICE CUP PLUG (236)
LO
REV
REV
LINE
3RD/REVERSE
ACTR FD
EX
PRESSURE REG
1-2 SOL
Exhausting 4th clutch fluid unseats the #10 ball check valve,
PRND4
SUCTION EX
TORQUE SIGNAL
TFP
REV LO
flows through the 3-4 shift valve and to the #15 orifice to
4TH CLUTCH
ALL
PRND43
LINE N.O.
REVERSE 1-2 SIGNAL exhaust.
PRND4
DRIVE
CONV FD
REV 2-3 SIGNAL
2 SHIFT ACCUMULATION
2a 4th Accumulator
EX PRND4
4th accumulator fluid fills the 4th accumulator when 4th
19
ACTUATOR FEED
LINE
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
3RD CLUTCH
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
1-2 SIGNAL
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
2b Accumulator Valve
LINE 2-3 SHIFT VALVE EX
The 4th accumulator circuit is supplied by accumulator fluid
TORQUE SIGNAL
N.O. ON
EX
PRN
FBA
4TH CL FD
4TH CLUTCH
3RD/REVERSE
LINE
FILT 2-3 DR
ACTUATOR FEED
FILTER tion and other PCM input signals. Torque signal fluid pressure
3RD/REV
TORQUE
1-2 SIG
REVERSE
(302)
4TH CL FD helps control line pressure by acting on the reverse boost valve,
3RD CL
4TH CL
SOLENOID PRESSURE
VALVE EX
TCC REG CONTROL 10 3-4 SHIFT tion. Also, torque signal fluid pressure helps regulate drive
(323) SOLENOID #11 fluid into accumulator pressure at the accumulator valve.
OFF
VALVE (320) 15
EX
2-3 shift solenoid (SS) valve (open the ground path of the cir-
3RD/REVERSE
DRIVE
cuit). During a 3-2 downshift, the following changes occur to
the hydraulic system:
3RD/REVERSE
1 DIRECT CLUTCH RELEASES 1c
1a 2-3 Shift Solenoid (SS) Valve De-energized:
2-3 signal fluid exhausts through the 2-3 SS valve and 2ND CLUTCH
becomes low pressure at the 1-2 shift valve and 2-3 shift
valve.
4TH CLUTCH 3RD CLUTCH
2ND CL
2ND CLUTCH
2ND CLUTCH
1b 2-3 Shift Valve:
Actuator feed fluid pressure and 2-3 shift valve return spring EX
4TH 3RD
(309) force move the 2-3 shift valve to the downshifted
3RD/REVERSE
#4 ACCUMULATOR ACCUMULATOR
#3
FRONT BAND APPLY
position. This opens the 3rd clutch feed circuit to an orificed
2-3 DRIVE
2ND ACCUM
PRND43
21
exhaust.
18 17
2a
12
REAR BAND APPLY
1c Direct Clutch Assembly:
MANUAL 2-1
FBA
DRIVE
BAND SERVO
3rd/reverse fluid exhausts from the inner area of the direct
4TH ACCUM
(5560) 22
clutch piston, allowing the direct clutch plates to release. #2
This changes the power flow through the transmission gear LOW & REVERSE TORQUE SIGNAL
3RD ACCUM
sets from a Third gear to a Second gear ratio. 14 BAND SERVO
(6174)
1d #11 Ball Check Valve:
ACCUMULATOR
3rd/reverse fluid exhausts through the center support, past
3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
the #11 ball check valve.
ACTR FD ACCUMULATOR
DRIVE
PRN
1e #8 Ball Check Valve:
D 21
TORQUE SIG
EX
EX
3rd/Reverse fluid unseats the #8 ball check valve and flows
FILTERED ACTUATOR FEED
ACCUM
ACCUM
ORIFICED ACCUM
DRIVE
into the 3rd clutch feed circuit.
MANUAL VALVE
1f Orifice #4 #6 #5
ACTUATOR FEED
PRND43
LO
PRND4
PRND4
REVERSE
D321
3rd clutch feed fluid is routed through the 2-3 shift valve, ACCUM
LINE
FILTER
2b
3RD ACCUM
4TH ACCUM
fed through an orifice in the spacer plate and back to the 2-3 P RND (317)
LUBE
D 8 9
DRIVE
shift valve where it exhausts. AIR 2 LO
BLEED LUBE
REAR
(210) PIPE
2 SHIFT ACCUMULATION PRND43
(39)
2a 3rd Accumulator: PRESSURE FILTERED ACTUATOR FEED
TAP (24) 20
3rd clutch fluid in the 3rd accumulator also exhausts past
DRIVE
1-2 SIGNAL
LINE
PRND43
the #8 ball check valve and into the 3rd clutch feed circuit. 1g
2-3 DRIVE
ORIFICE CUP PLUG (236)
With 3rd clutch fluid exhausting, 3rd accumulator fluid fills
3RD/REVERSE
LO
REV
REV
LINE ACTR FD
EX
PRESSURE REG
1-2 SOL
3rd accumulator spring force move the 3rd accumulator
PRND4
1-2 SHIFT VALVE
2-3 DRIVE
SUCTION EX
TORQUE SIGNAL
piston to a Second gear position. REV ALL LO TFP
PRND43
SWITCHES SWITCH N.O. OFF
LINE N.O.
2b Accumulator Valve: REVERSE 1-2 SIGNAL
PRND4
DRIVE
The 3rd accumulator fluid circuit is supplied by accumulator CONV FD
REV 2-3 SIGNAL
fluid through the orifice opposite the #5 ball check ACTUATOR FEED
DRIVE
EX PRND4
19
accumulator circuit.
1f
1a
ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
CLUTCH
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
2-3 drive fluid is directed into the Front Band Apply (FBA)
1-2 SIGNAL
REVERSE ACT FD LIMIT
circuit with the 2-3 shift valve in the downshifted position. PRND4
EX
3RD
EX
ACTUATOR FEED
EX
EX
This fluid serves no function in Overdrive Range - Second TORQUE SIG
2-3 SOL
EX
TORQUE SIGNAL
N.O. OFF
PRN
FBA
Note: Remember that the pressure control (PC) solenoid valve
4TH CL FD
FILTER
3RD CLUTCH FEED #8
1e
FILTERED 2-3 DRIVE 2-3 DRIVE
tion and other PCM input signals. Torque signal fluid pressure 1b
11
helps control line pressure by acting on the reverse boost valve FRONT BAND APPLY
SIGNAL
(228), thereby increasing line pressure with increased throttle LINE 3RD/REVERSE
3
TCC SIGNAL
3RD/REV
ACTUATOR FEED
FILTER
TORQUE
1-2 SIG
REVERSE
fluid into accumulator pressure at the accumulator valve. (302)
4TH CL FD
3RD CL
FILTERED ACTR FD
LINE
EX
TCC (PWM) PRN
SOLENOID PRESSURE
3-4 SHIFT
VALVE EX TCC REG
CONTROL
(323) OFF SOLENOID #11
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15
EX
Page 94
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX 1d
66B Figure 63 67
MANUAL THIRD MANUAL THIRD THIRD GEAR
(from Overdrive Range Fourth Gear)
4 3 2 1
POWER TO OVERRUN OVERDRIVE FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW POWER FROM SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
DIFFERENTIAL FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
TORQUE CLUTCH ROLLER CLUTCH CLUTCH CLUTCH SPRAG ROLLER 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
CONVERTER APPLIED CLUTCH APPLIED APPLIED APPLIED CLUTCH CLUTCH ASSEMBLY
(1) (512) (624) (644) OFF ON APPLIED * APPLIED APPLIED OVERRUN APPLIED OVERRUN
FOR ENGINE *HOLDING OVERRUNNING OVERRUNNING * NOT HOLDING IN COAST
BRAKING NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
gear ratios. These conditions include city driving [where speeds
are generally below 72 km/h (45 mph)], towing a trailer, or
driving in hilly terrain. Manual Third also provides for engine
compression braking when descending slight grades and can be
used to retain Third gear when ascending slight grades for addi-
tional engine performance. Manual Third is also referred to as
Drive Range because it has a 1:1 direct drive gear ratio available
through the transmission gear sets.
In Manual Third, the transmission can upshift and downshift
between First, Second and Third gears in the same manner as
Overdrive Range. However, the transmission is prevented from
shifting into Fourth gear while operating in this gear selector
position. If the transmission is in Overdrive Range - Fourth
Gear when Manual Third is selected, the transmission will im-
mediately shift into Third gear.
Note: Transfer of engine torque during acceleration is identical
FORWARD
to Overdrive Range - Third Gear (refer to page 60A). The
FORWARD CLUTCH MAIN power flow in Figure 64 and the following text describes condi-
CLUTCH HUB SHAFT tions during deceleration (zero or minimum throttle conditions)
APPLIED (613) (662)
OVERDRIVE and how engine compression braking is achieved.
CARRIER
OVERRUN ASSEMBLY
Vehicle speed provides the torque input to the transmission
CLUTCH (514) through the drive shaft and transmission output shaft (671).
APPLIED
This is shown by the direction of the power flow arrows in the
drawing at the top of Figure 56. Notice that this flow is identical
to Overdrive Range - Third Gear except that the arrows are in
the opposite direction.
TURBINE
SHAFT
(502)
1 Power From the Differential Assembly
Power flow is transferred back through the transmission from
DIRECT
CLUTCH the output shaft to the forward clutch housing (602). Each of
HUB the components function and rotation direction is the same
TURBINE (615) as during acceleration (compare Figures 56 and 64).
OVERDRIVE SHAFT
ROLLER (502)
CLUTCH
2 Forward Clutch Applied
(512) The forward clutch housing is in mesh with and attempts to
*HOLDING OUTPUT drive the overdrive carrier pinion gears. The pinion gears
REAR SHAFT then attempt to drive the sun gear and overrun clutch housing
INTERNAL ASSEMBLY (504) counterclockwise. This would overrun the overdrive
OUTPUT GEAR (671) roller clutch (512) and allow the vehicle to coast freely.
CARRIER (666)
ASSEMBLY
(661) 3 Overrun Clutch Applied
CASE The overrun clutch plates (508, 509) are applied and connect
INTERMEDIATE (7)
SUN the overrun clutch housing and overdrive carrier assembly
CLUTCH GEAR
APPLIED (514). This prevents the overdrive roller clutch (512) from
INTERMEDIATE (650) overrunning and creates a 1:1 direct drive gear ratio through
SPRAG the overdrive planetary gear set.
DIRECT CLUTCH
CLUTCH (624)
APPLIED OVERRUNNING 4 Engine Compression Braking
The turbine shaft (502) is splined to the overdrive carrier
assembly, creating a mechanical link between the output
MAIN shaft and torque converter turbine. This allows engine
SHAFT
(662)
compression to slow the vehicle when the throttle is released.
In Manual Third range - First and Second gears, the low roller
CENTER clutch (in First gear) and intermediate sprag clutch (in Second
SUPPORT gear) overrun and engine compression braking is not available.
AND RACE
INTERMEDIATE ASSEMBLY First and Second gears operate the same as in Overdrive Range,
SUN GEAR
SHAFT
SPRAG CLUTCH (640) except for the overrun clutch being applied, and the vehicle is
OUTER RACE
(649) (625)
allowed to coast freely when the throttle is released. To obtain
HELD increased engine compression braking at slower speeds, the gear
*NOT HOLDING IN COAST selector must be moved to the Manual Second position.
68 Figure 64 68A
MANUAL THIRD THIRD GEAR MANUAL THIRD THIRD GEAR
(from Overdrive Range Fourth Gear)
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW OVERRUN CLUTCH (from Overdrive Range Fourth Gear) INTERMEDIATE
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV ASSEMBLY CLUTCH ASSEMBLY
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(504511) FORWARD CLUTCH DIRECT CLUTCH & CENTER SUPPORT
OFF ON APPLIED HOLDING APPLIED APPLIED OVERRUN APPLIED OVERRUN
ASSEMBLY ASSEMBLY (629640)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION. (602616) (616623)
Drive Range - Manual Third may be selected at any time while
the vehicle is being operated in a forward gear range. How-
ever, the transmissions hydraulic system prevents the transmis-
sion from shifting into Fourth gear regardless of PCM control.
When the gear selector lever is moved to Drive Range (D) from
Overdrive Range D , the manual valve also moves. Changes to
the hydraulic and electrical systems are as follows:
3RD/REVERSE
DRIVE
1 OVERRUN CLUTCH APPLIES
1a Manual Valve:
3RD/REVERSE
Line pressure enters the D321 fluid circuit at the manual
valve. Line pressure is blocked by the manual valve from
entering the PRND4 (Park, Reverse, Neutral, Drive 4) fluid
circuit. This opens PRND4 fluid to an exhaust port at the 2ND CLUTCH
1c
manual valve.
4TH CLUTCH 4TH CLUTCH 3RD CLUTCH
1b #1 Ball Check Valve:
2ND CL
2ND CLUTCH
2ND CLUTCH
4TH CLUTCH
D321 fluid seats the #1 ball check valve and is forced through 2a
EX
an orifice to control fluid flow into the overrun clutch circuit.
4TH
1b 3RD
3RD/REVERSE
#4 ACCUMULATOR ACCUMULATOR
1c Overrun Clutch Assembly:
2-3 DRIVE
2ND ACCUM
Overrun clutch fluid is directed to the overrun clutch piston 21
to apply the overrun clutch plates. D321 18 17
OVERRUN CLUTCH
#1
1d TFP Manual Valve Position Switch:
DRIVE
4TH ACCUM
PRND4 fluid exhausts from the TFP manual valve position
22
#2
1
switch and the TFP manual valve position switch signals
the PCM that the transmission is in Manual Third. LOW & REVERSE TORQUE SIGNAL 3RD ACCUM
BAND SERVO
14
(6174)
2 FOURTH CLUTCH RELEASES
ACCUMULATOR
3RD CLUTCH
4TH CLUTCH DRIVE DRIVE
4th clutch fluid exhausts from the 4th clutch piston and 4th
accumulator, allowing the 4th clutch plates to disengage. ACTR FD ACCUMULATOR
DRIVE
PRN
D 21
TORQUE SIG
EX
EX
2b #10 Ball Check Valve:
ACCUM
1a
ACCUM
ORIFICED ACCUM
DRIVE
Exhausting 4th clutch fluid unseats the #10 ball check valve
MANUAL VALVE
and flows through the 3-4 shift valve and the #5 orifice at
#6 #5
PRND4
ACTUATOR FEED
the spacer plate.
PRND43
LO
PRND4
REVERSE
D321
ACCUM
LINE
FILTER
3RD ACCUM
4TH ACCUM
2c 2-3 Shift Valve: P RND (317)
LUBE
D 8 9
DRIVE
4th clutch feed fluid, which is fed by PRND4 fluid at the AIR 2
LO
BLEED LUBE
REAR
2-3 shift valve, exhausts through the upshifted 2-3 shift
(210) PIPE
valve, into the PRND4 circuit and past the manual valve.
D321
(39)
PRESSURE PRND43
FILTERED ACTUATOR FEED
3 SHIFT ACCUMULATION - Same as 4-3 Downshift
TAP (24) 20
DRIVE
1-2 SIGNAL
LINE
1d
PRND43
2-3 DRIVE
Note: If vehicle operating conditions are such that the trans- ORIFICE CUP PLUG (236)
LO
REV
REV
mission would normally be in Fourth gear, the PCM will keep LINE
3RD/REVERSE
ACTR FD
EX
PRESSURE REG
PRND4
the 1-2 shift solenoid (SS) valve energized. The PCM does not 1-2 SOL
1-2 SHIFT VALVE
2-3 DRIVE
SUCTION EX
TORQUE SIGNAL
change solenoid states because a Manual gear range is se- TFP
REV LO
4TH CLUTCH
ALL
PRND43
SWITCHES SWITCH N.O. OFF
lected. Therefore, the 1-2 SS valve may either be ON or OFF in
LINE N.O.
REVERSE 1-2 SIGNAL
PRND4
Manual Third - Third Gear. In either condition the 4th clutch DRIVE
CONV FD
REV 2-3 SIGNAL
releases, the only difference is where the 4th clutch fluid ehausts DRIVE
ACTUATOR FEED
EX PRND4
19
In Manual Third - Third Gear, the TCC will release if Manual ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
Third was selected while the vehicle was operating in Overdrive
3RD CLUTCH
ORIFICED ACTUATOR FEED
2-3 DRIVE
LINE (from Pump)
1-2 SIGNAL
Range - Fourth Gear with the TCC applied. However, under
REVERSE ACT FD LIMIT
PRND4
EX
normal operating conditions the converter clutch will re-apply
EX
ACTUATOR FEED
EX
EX
TORQUE SIG
2-3 SOL
LINE 2-3 SHIFT VALVE EX
Gear). Refer to pages 64A and 64B for descriptions of TCC
N.O. ON
CL FD
TORQUE SIGNAL
EX
PRN
FBA
release and apply.
FILTER 3RD CLUTCH FEED
(75) #8
In the manual gear ranges, the PCM output signal to the pres-
4TH
FILTERED 2-3 DRIVE 2-3 DRIVE
11
sure control (PC) solenoid valve increases torque signal fluid 2b 2c
4TH CLUTCH
pressure further for the added torque requirements during en-
SIGNAL
3RD/REV
LINE
TCC SIGNAL
ACTUATOR FEED
signal fluid acts on the reverse boost valve to increase line FILTER
3RD/REV
TORQUE
1-2 SIG
REVERSE
(302)
4TH CL FD
3RD CL
pressure according to vehicle operating conditions. FILTERED ACTR FD #10
LINE
4TH CL
EX
TCC (PWM) PRN
SOLENOID PRESSURE
VALVE EX
TCC REG CONTROL 10 3-4 SHIFT
(323) SOLENOID #11
OFF
COMPLETE HYDRAULIC CIRCUIT VALVE (320) 15
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Page 96
68B Figure 65 69
MANUAL SECOND MANUAL SECOND SECOND GEAR
5 4 2 3 1 (from Manual Third Third Gear)
POWER TO OVERRUN OVERDRIVE FORWARD MANUAL 2-1 INTERMEDIATE INTERMEDIATE SUN POWER FROM
TORQUE CLUTCH ROLLER CLUTCH BAND CLUTCH SPRAG GEAR DIFFERENTIAL SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
(650) ASSEMBLY FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
CONVERTER APPLIED CLUTCH APPLIED ASSEMBLY APPLIED CLUTCH 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(1) (512) (628) (624) HELD
FOR ENGINE *HOLDING APPLIED *HOLDING OFF ON APPLIED * APPLIED APPLIED OVERRUN APPLIED OVERRUN
BRAKING * NOT HOLDING IN COAST
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
when engine compression braking is needed, or to retain second
gear when ascending a steep grade for additional engine perfor-
mance.
In Manual Second, the transmission can upshift and downshift
between First and Second gear but is prevented from shifting
into Third or Fourth gear. If the transmission is in Third or
Fourth gear when Manual Second is selected, the transmission
will shift immediately into Second gear.
Note: Transfer of engine torque during acceleration is identical
to Overdrive Range - Second Gear (refer to page 58A) to obtain
an approximate gear ratio reduction of 1.48:1 through the trans-
mission gear sets. The power flow in Figure 66 and the follow-
ing text describes conditions during deceleration (zero or mini-
mum throttle) and how engine compression braking is achieved.
Vehicle speed provides the torque input to the transmission
through the drive shaft and transmission output shaft (671).
FORWARD
FORWARD CLUTCH MAIN This is shown by the direction of the power flow arrows in the
CLUTCH HUB SHAFT drawing at the top of Figure 66. Notice that this flow is identical
APPLIED (613) (662)
OVERDRIVE to Overdrive Range - Second Gear except that the arrows are in
OVERRUN CARRIER the opposite direction.
CLUTCH ASSEMBLY
(504) (514)
1 Power From the Differential Assembly
APPLIED
Vehicle speed attempts to drive the output carrier (661)
faster than engine speed is driving the rear internal gear
(666). The output carrier pinion gears are in mesh with the
TURBINE
rear internal gear (666) and sun gear (650).
SHAFT
(502) 2 Manual 2-1 Band Assembly Applied
The manual 2-1 band assembly (628) is applied and holds
DIRECT the direct clutch housing, sun gear shaft and sun gear
CLUTCH
HUB stationary.
TURBINE (615)
SHAFT 3 Sun Gear Held
OVERDRIVE (502)
ROLLER With the sun gear held, power flow travels back through the
CLUTCH transmission to the forward clutch housing (602). Each of
(512) the components function and rotation direction is the same
*HOLDING OUTPUT
SHAFT as during acceleration (compare Figures 54 and 66). If the
REAR
INTERNAL ASSEMBLY sun gear were not held it would overrun the intermediate
GEAR (671) sprag clutch (624) and allow the vehicle to coast freely.
OUTPUT
CARRIER (666)
CASE
ASSEMBLY 4 Overrun Clutch Applied
(661) The overrun clutch plates (508, 509) are applied and power
INTERMEDIATE (7) SUN
CLUTCH GEAR flow from the forward clutch housing, through the overdrive
INTERMEDIATE APPLIED (650) planetary gear set and to the turbine shaft (502) is the same
SPRAG HELD as Manual Third range (see page 66A).
MANUAL 2-1 CLUTCH
DIRECT BAND (624)
CLUTCH ASSEMBLY *HOLDING 5 Engine Compression Braking
HOUSING (628) With the manual 2-1 band and overrun clutch applied, power
(623) APPLIED
flow is mechanically connected between the output shaft
HELD
and converter turbine. This allows engine compression
MAIN braking to slow the vehicle when the throttle is released.
SHAFT
(662) In Manual Second - First gear, the low roller clutch (644) over-
runs and engine compression braking is not available. First gear
CENTER operates the same as in Overdrive Range, except for the manual
SUPPORT 2-1 band assembly and overrun clutch being applied, and the
SUN GEAR AND RACE
SHAFT INTERMEDIATE ASSEMBLY vehicle is allowed to coast freely when the throttle is released.
(649) SPRAG CLUTCH (640) For maximum engine compression braking the gear selector
HELD OUTER RACE must be moved to the Manual First position.
MANUAL (625)
2-1 BAND HELD
SERVO *NOT HOLDING IN COAST
APPLIED
70 Figure 66 70A
MANUAL SECOND SECOND GEAR MANUAL SECOND SECOND GEAR
(from Manual Third Third Gear)
OVERRUN CLUTCH (from Manual Third Third Gear) INTERMEDIATE
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW ASSEMBLY CLUTCH ASSEMBLY
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV FORWARD CLUTCH DIRECT CLUTCH
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(504511) & CENTER SUPPORT
ASSEMBLY ASSEMBLY (629640)
OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUN (602616) (616623)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
2a
Manual Second may be selected at any time while the vehicle is
being operated in a forward gear range. However, the transmis-
sions hydraulic system prevents the transmission from upshift-
ing above Second gear regardless of PCM control. When the
gear selector lever is moved to Manual Second (2) from Manual
Third - Third Gear, the manual valve also moves. Changes to
3RD/REVERSE
DRIVE
the hydraulic and electrical systems are as follows:
OVERRUN CLUTCH
3RD/REVERSE
1 MANUAL 2-1 BAND ASSEMBLY APPLIED
1a Manual Valve:
Line pressure is blocked by the manual valve from entering 7
fluid circuit. This opens PRND43 fluid to an exhaust port at #1 D321
the manual valve.
4TH CLUTCH 3RD CLUTCH
2ND CL
2ND CLUTCH
2ND CLUTCH
1b 2-3 Shift Solenoid (SS) Valve:
1
2-3 SS valve is de-energized and 2-3 signal fluid exhausts EX
1e
4TH
allowing the 2-3 shift valve to return to the downshifted 3RD
3RD/REVERSE
#4 ACCUMULATOR ACCUMULATOR
position.
2-3 DRIVE
2ND ACCUM
21
1c 2-3 Shift Valve:
DRIVE
18 17
2-3 drive fluid is directed into the Front Band Apply (FBA)
REAR BAND APPLY
D321
circuit with the 2-3 shift valve in the downshifted position.
#3
4TH ACCUM
FRONT BAND APPLY
22
1d #3 Ball Check Valve: #2
PRND43
FBA fluid seats the #3 ball check valve and is orificed at a LOW & REVERSE TORQUE SIGNAL
3RD ACCUM
12
controlled rate to the apply side of the manual 2-1 band
MANUAL 2-1 BAND SERVO
14
FBA
BAND SERVO (6174)
servo piston.
(5560)
ACCUMULATOR
1e Manual 2-1 Band Servo:
3RD CLUTCH
PRND43 fluid exhausts from the release side of the piston DRIVE DRIVE
and through the manual valve. This allows FBA fluid pressure
ACTR FD ACCUMULATOR
D321
PRN
TORQUE SIG
EX
to compress the manual 2-1 band servo piston spring and
EX
1d
ACCUM
1a
ACCUM
ORIFICED ACCUM
DRIVE
MANUAL VALVE
1f TFP Manual Valve Position Switch:
PRND43
#6 #5
PRND4
ACTUATOR FEED
PRND43 fluid from the TFP manual valve position switch
D 21
LO
PRND4
REVERSE
ACCUM
LINE
FILTER
exhausts at the manual valve. The TFP manual valve
3RD ACCUM
4TH ACCUM
P RND (317)
LUBE
position switch signals the PCM that the transmission is in D 8 9
DRIVE
AIR 2
LO
Manual Second. 1
BLEED LUBE
REAR
(210) PIPE
PRND43
Note: Figure 67 is shown in Second gear with the 2-3 SS valve (39)
de-energized. However, if vehicle operating conditions are such PRESSURE FILTERED ACTUATOR FEED
TAP (24) 20
that the PCM signals a Third or Fourth gear state the 2-3 DRIVE
PRND43
1-2 SIGNAL
LINE
1f
solenoid will be energized. Thus a downshift will not occur until
2-3 DRIVE
ORIFICE CUP PLUG (236)
the vehicle speed is ????.
3RD/REVERSE
LO
REV
REV
LINE ACTR FD
EX
PRESSURE REG
1-2 SOL
PRND4
2 DIRECT CLUTCH RELEASES
1-2 SHIFT VALVE
2-3 DRIVE
SUCTION EX
TORQUE SIGNAL
REV ALL LO TFP
2a Direct Clutch Assembly: PRND43
SWITCHES SWITCH N.O. OFF
LINE N.O.
3rd/reverse fluid exhausts from the inner area of the direct REVERSE 1-2 SIGNAL
PRND4 DRIVE
CONV FD
clutch piston (619), allowing the direct clutch plates (611, REV 2-3 SIGNAL
618) to release. ACTUATOR FEED
DRIVE
2c
2b #11 and #8 Ball Check Valves: EX PRND4
19
3rd/reverse fluid exhausts past the #11 ball check valve, ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
unseats the #8 ball check valve and flows into the 3rd clutch
1b
CLUTCH
ORIFICED ACTUATOR FD
2-3 DRIVE
LINE (from Pump)
feed circuit. 3rd clutch fluid in the 3rd accumulator also 5
1-2 SIGNAL
REVERSE ACT FD LIMIT
ACTUATOR FD
PRND4
exhausts past the #8 ball check valve and into the 3rd clutch
EX
3RD
EX
EX
EX
TORQUE SIG
2-3 SOL
feed circuit.
2c 2-3 Shift Valve:
EX
TORQUE SIGNAL
N.O. OFF
PRN
FBA
3rd clutch feed fluid is routed through the 2-3 shift valve,
4TH CL FD
FILTER
3RD CLUTCH FEED
through orifice #4 in the spacer plate back to the 2-3 shift (75) #8
1c
valve where it exhausts.
FILTERED 2-3 DRIVE
2-3 DRIVE
2b 11
As in Manual Third, the PCM output signal to the pressure FRONT BAND APPLY
SIGNAL
control (PC) solenoid valve increases torque signal fluid pres- LINE 3RD/REVERSE
3
TCC SIGNAL
3RD/REV
ACTUATOR FEED
FILTER
compression or increased engine load.
TORQUE
1-2 SIG
REVERSE
(302)
4TH CL FD
3RD CL
FILTERED ACTR FD
LINE
EX
TCC (PWM) PRN
If the converter clutch was applied when Manual Second was SOLENOID PRESSURE
3-4 SHIFT
VALVE EX TCC REG
selected it will release prior to downshifting. Under normal (323)
CONTROL
SOLENOID #11
OFF
operating conditions the converter clutch will not re-apply in VALVE (320) 15
EX
REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
Second gear.
COMPLETE HYDRAULIC CIRCUIT
70B Page 98 Figure 67 71
MANUAL FIRST MANUAL FIRST FIRST GEAR
(from Manual Second Second Gear)
5 4 3 2 1
POWER TO OVERRUN OVERDRIVE FORWARD LOW LOW AND REVERSE POWER FROM SOLENOID OVERDRIVE MANUAL INTER. LOW LOW
TORQUE CLUTCH ROLLER CLUTCH ROLLER BAND DIFFERENTIAL FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV
CONVERTER APPLIED CLUTCH APPLIED CLUTCH ASSEMBLY ASSEMBLY 1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(1) (512) (644) (657) ON OFF APPLIED *HOLDING APPLIED ** *HOLDING APPLIED
FOR ENGINE *HOLDING *HOLDING APPLIED
BRAKING * NOT HOLDING IN COAST
** HOLDING BUT NOT EFFECTIVE.
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
slowing the vehicle, or maximum engine torque transfer to the
wheels. These conditions include: descending a steep grade to
provide maximum engine compression braking; and, to retain
First gear when ascending a steep grade or pulling a heavy load
for maximum engine power.
Under normal driving conditions, the transmission is prevented
from upshifting while operating in Manual First. If the transmis-
sion is in any other forward gear range when Manual First is
selected, the transmission will not shift into First gear until
vehicle speed is below approximately 56 km/h (35 mph). Above
this speed, the transmission will first shift into Second gear until
vehicle speed slows sufficiently.
Note: Transfer of engine torque through the transmission dur-
ing acceleration is identical to Overdrive Range - First Gear
(refer to page 56A) to obtain an approximate gear ratio reduc-
tion of 2.48:1. The power flow in Figure 68 and the following
FORWARD
FORWARD text describes conditions during deceleration (zero or minimum
CLUTCH MAIN throttle) and how engine compression braking is achieved.
CLUTCH HUB SHAFT
APPLIED
OVERDRIVE
(613) (662) Vehicle speed provides the torque input to the transmission
CARRIER through the drive shaft and transmission output shaft (671).
ASSEMBLY This is shown by the direction of the power flow arrows in the
(514)
OVERRUN drawing at the top of Figure 68. Notice that this flow is identical
CLUTCH to Overdrive Range - First Gear except that the arrows are in
APPLIED
the opposite direction.
TURBINE
1 Power From the Differential Assembly
SHAFT Vehicle speed attempts to drive the output carrier assembly
(502) (661) faster than engine speed is driving the rear internal
DIRECT gear (666), output carrier pinion gears and sun gear (650).
CLUTCH The reaction carrier pinion gears are in mesh with both the
HUB output carrier and sun gear.
TURBINE (615)
OVERDRIVE SHAFT
(502)
2 Low and Reverse Band Assembly Applied
ROLLER The low and reverse band assembly (657) is applied and
CLUTCH
(512) holds the reaction carrier assembly from rotating in either
*HOLDING OUTPUT
direction. The output carrier attempts to drive the reaction
SHAFT pinion gears faster than the sun gear is being driven by
REAR ASSEMBLY engine torque. This action would cause the reaction carrier
INTERNAL (671)
OUTPUT GEAR
assembly to rotate clockwise and overrun the lo roller clutch
CARRIER (666) (644), allowing the vehicle to coast freely.
ASSEMBLY
LOW AND REVERSE (661) 3 Forward Clutch Applied
LOW BAND
ASSEMBLY
Power flow travels back through the transmission to the
ROLLER SUN
CLUTCH (657) forward clutch housing (602). Each of the components
GEAR
CASE (644) APPLIED
(650) function and rotation direction is the same as during
(7) *HOLDING acceleration (compare Figures 52 and 68).
72 Figure 68 72A
MANUAL FIRST FIRST GEAR MANUAL FIRST FIRST GEAR
(from Manual Second Second Gear)
SOLENOID OVERDRIVE MANUAL INTER. LOW LOW OVERRUN CLUTCH (from Manual Second Second Gear) INTERMEDIATE
FOURTH OVERRUN ROLLER FORWARD DIRECT 2-1 SPRAG INTER. ROLLER & REV ASSEMBLY CLUTCH ASSEMBLY
1-2 2-3 CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH CLUTCH CLUTCH BAND
(504511) FORWARD CLUTCH & CENTER SUPPORT
ON OFF APPLIED HOLDING APPLIED * HOLDING APPLIED ASSEMBLY (629640)
2ND CL
* HOLDING BUT NOT EFFECTIVE.
(602616)
NOTE: DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION.
Manual First (1) may be selected at any time while the vehicle is being
operated in a forward gear range. However, the downshift to First gear 2ND ACCUM
is controlled electronically by the PCM which will not energize the 1-2
mission will operate in a Manual First - Second Gear condition until #2
DRIVE
vehicle speed slows sufficiently. Note that this speed varies depending LOW & REVERSE
OVERRUN CLUTCH
on vehicle application.
14 BAND SERVO
(6174)
When the gear selector lever is moved to Manual First, the manual valve
ACCUMULATOR
also moves. With vehicle speed low enough, the following hydraulic
and electrical changes occur to achieve Manual First - First Gear: MANUAL FIRST SECOND GEAR
7
4TH CLUTCH
LOW AND REVERSE BAND ASSEMBLY APPLIES
2ND CLUTCH
1a Manual Valve: #1 D321
4TH CLUTCH 3RD CLUTCH
CLUTCH
2ND CL
2ND CLUTCH
1b TFP Manual Valve Position Switch: 1e
1
Lo fluid is directed to the TFP manual valve position switch to EX
2b
4TH
signal the PCM that the transmission is in Manual First. 3RD
2ND
#4
ACCUMULATOR ACCUMULATOR
1c 1-2 Shift Solenoid (SS) Valve:
2-3 DRIVE
2ND ACCUM
21
The PCM engergizes the 1-2 SS valve, thereby creating high 1-2
DRIVE
18 17
D321
downshifted position.
#3
4TH ACCUM
FRONT BAND APPLY
22
#2
1d #7 Ball Check Valve:
PRND43
Lo fluid from the manual valve is also routed to the #7 ball check LOW & REVERSE TORQUE SIGNAL 3RD ACCUM
12
valve, and seats the #7 ball check valve against the reverse
MANUAL 2-1 BAND SERVO
14
FBA
BAND SERVO (6174)
circuit and enters the Rear Band Apply (RBA) fluid circuit.
(5560)
ACCUMULATOR
1e Low And Reverse Band Servo:
RBA fluid pressure overcomes the force from 2nd accumulator
DRIVE DRIVE
fluid pressure and spring force to move the low and reverse
ACTR FD ACCUMULATOR
D321
PRN
TORQUE SIG
servo piston and low and reverse band apply pin. This applies
EX
EX
ACCUM
FILTERED ACTUATOR FEED
the low and reverse band assembly. 1a
ACCUM
ORIFICED ACCUM
DRIVE
MANUAL VALVE
2 INTERMEDIATE CLUTCH AND MANUAL 2-1 BAND RELEASE:
23
#6 #5
LO
2a 1-2 Shift Valve:
ACTUATOR FEED
REVERSE
PRND43
D 21
PRND4
PRND4
REVERSE
ACCUM
LINE
The 2-3 drive circuit is opened to an exhaust port at the 1-2 shift FILTER
RBA
3RD ACCUM
4TH ACCUM
P RND (317)
LUBE
valve. Because 2-3 drive fluid supplies the Front Band Apply D 8 9
DRIVE
AIR 2
(FBA), 2nd clutch and filtered 2-3 drive circuits, these circuits 1
BLEED LUBE 1d
REAR
LO
#7
are also open to exhaust. (210) PIPE 3a
(39) LO
2b Manual 2-1 Band Servo: PRESSURE
LO
FILTERED ACTUATOR FEED
FBA fluid exhausts from the manual 2-1 band servo, allowing
TAP (24) 1b
20
DRIVE
1-2 SIGNAL
spring force to move the piston and manual 2-1 band servo pin
LINE
1c
and release the manual 2-1 band assembly. When exhausting, ORIFICE CUP PLUG (236)
2-3 DRIVE
2a
FBA fluid unseats the #3 ball check valve.
LO
REV
REV
LINE PRND43
ACTR FD
EX
PRESSURE REG
2c Intermediate Clutch Assembly: 1-2 SOL
1-2 SHIFT VALVE
2-3 DRIVE
2nd clutch fluid exhausts from the intermediate clutch piston and SUCTION EX
TORQUE SIGNAL
REV ALL LO TFP
PRND43
SWITCH N.O. ON
low and reverse servo assembly, thereby releasing the intermediate SWITCHES
LINE N.O.
REVERSE 1-2 SIGNAL
clutch plates. PRND4 DRIVE
CONV FD
REV 2-3 SIGNAL
3 SHIFT ACCUMULATION
3a Accumulator Valve:
EX PRND4
Lo fluid is also directed to the accumulator valve to keep the
19
valve fully compressed against spring force and orificed ACTUATOR FEED
LINE
BOOST
4
ORIFICED EX
2-3 SIGNAL
2-3 SIGNAL
accumulator fluid pressure. This allows drive fluid to flow directly ORIFICED ACTUATOR FD
2-3 DRIVE
LINE (from Pump)
1-2 SIGNAL
into the accumulator fluid circuit without being regulated, thereby
REVERSE ACT FD LIMIT
ACTUATOR FD
PRND4
EX
increasing accumulator fluid pressure to equal line fluid pressure.
EX
EX
EX
TORQUE SIG
2-3 SOL
The increase in accumulator fluid pressure in Manual First is needed at LINE 2-3 SHIFT VALVE EX
the low and reverse servo assembly to keep the low and reverse band
FBA
TORQUE SIGNAL
N.O. OFF
EX
PRN
4TH CL FD
released in a Manual First - Second Gear condition. In Second gear,
the PCM keeps the 1-2 SS valve de-engerized and 2nd clutch fluid
FILTERED 2-3 DRIVE 2-3 DRIVE
pressure is present (see inset in Figure 69). If this happens with 2nd
accumulator fluid pressure not equal to line fluid pressure, RBA fluid FRONT BAND APPLY
SIGNAL
pressure will move the low and reverse servo piston to apply the low LINE
3
TCC SIGNAL
and reverse band. In this situation, both bands (manual 2-1 and low ACTUATOR FEED
FILTER
TORQUE
1-2 SIG
and reverse) would be applied and a tie up condition would occur. (302)
LINE
As in Manual Third and Manual Second, the PCM output signal to the
EX
TCC (PWM) PRN
SOLENOID PRESSURE
pressure control (PC) solenoid valve increases torque signal fluid pres- VALVE EX TCC REG CONTROL 3-4 SHIFT
sure further for the added torque requirements during engine compres- (323) OFF SOLENOID
VALVE (320) 15
EX
sion braking or maximum engine torque transfer. REGULATED APPLY 4TH CLUTCH ORIFICED EX EX
*HOLDING BUT NOT EFFECTIVE @ THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
SPEED AND THROTTLE POSTION. IT DOES NOT DEPEND UPON THE SELECTED GEAR.
ON = SOLENOID ENERGIZED
OFF = SOLENOID DE-ENERGIZED
COLUMN # CONDITION
1 NO 4TH GEAR.
2 NO ENGINE BRAKING IN ALL MANUAL RANGES.
3 NO REVERSE, NO FORWARD IN OVERDRIVE RANGE.
4 NO FORWARD.
5 NO REVERSE, NO THIRD OR FOURTH.
6 NO ENGINE BRAKING IN MANUAL 2ND.
7 NO SECOND GEAR.
8 NO SECOND, THIRD, OR FOURTH GEARS.
9 NO FORWARD IN OVERDRIVE OR MANUAL THIRD. MANUAL FIRST OK.
10 NO REVERSE, NO ENGINE BRAKING IN MANUAL 1ST.
74 Figure 70
COMPLETE HYDRAULIC CIRCUITS
The hydraulic circuitry of the Hydra-matic components such as the pump, control valve body
4L80-E transmission is better understood when and case to assist the user when following the
fluid flow can be related to the specific hydraulic circuits as they pass between them.
components in which the fluid travels. In the The half page of information facing this foldout
Power Flow section, a simplified hydraulic lists possible conditions and component
schematic was given to show what hydraulically diagnostic tips. Always refer to the appropriate
occurs in a specific gear range. The purpose was vehicle platform service manual when diagnosing
to isolate the hydraulics used in each gear range specific concerns
in order to provide the user with a basic
understanding of the hydraulic system. The right side foldout shows a two-dimensional
line drawing of the fluid passages within each
In contrast, this section shows a complete component. The active fluid passages for each
hydraulic schematic with fluid passages active in gear range are appropriately colored to correspond
the appropriate component for each gear range. with the hydraulic schematic used for that range.
This is accomplished using two opposing foldout The half page of information facing this foldout
pages that are separated by a half page of identifies the various fluid circuits with numbers
supporting information. that correspond to the circuit numbers used on
the foldout page.
The left side foldout contains the complete color
coded hydraulic circuit used in that gear range For a more complete understanding of the
along with the relative location of valves, ball different hydraulic systems used in a specific gear
check valves and orifices within specific range, refer to the Hydraulic Control Components
components. A broken line is also used to separate section and/or Power Flow section.
A E B RK g)
PA nnin
u
eR
gin
(En (P)
Park l
(Engine Running) the e oi
PARK PARK
r in th (Engine Running)
;;;;
leve fromwing:
;;;
;; ;;;
sele pres the Reg-
;;;;
(9)
;;;; ;;
the line to
(208) (237)
TORQUE OVERRUN CLUTCH 4TH CLUTCH FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE 8): ) 48
;;;;;;;
;;; ;; ;;;;;
;; ;;;
;;
CONVERTER ASSEMBLY ASSEMBLY ASSEMBLY ASSEMBLY CLUTCH ASSEMBLY
;;;;
48 (236)
(1) (504511) (523533) (602616) (616623) & CENTER SUPPORT di r
po p is lato (line ion pr 47
7 47
48
48 7
(210)
48
;;;;;;;
;;;;; ;;;
;;;;;; ;;;;;
;; ;;;
(629640)
pum Regu tput miss
45
;;;; ;;;
;;;;;;; ;;
48
;;;;
7 8
ns p 2 2
8 45 45 48 (8)
2 9 8 2
Preses pu to thWe hen mand
8 47
;;;;;;
45 8
;;;
;;;;
;;;;;
;; ;;; ;
12 12 45
ulat rdingents. the defrom
;;;;
2 9 9 2
accoirem ceeds, fluidr
;;;;;;;; ;; ;;;
;;;;; ;
;; ;
;;;;; ;;
1 2 12 2 12
10 49 12 12
;;;; ;
10
;;;;
8 7
;;
10
FRONT LUBE
12
REVERSE
49 12 19 13
13
of linpressu
49
APPLY/RETURN
DRIVE DRIVE 29 11
11 45
;;;;
e
;;;; ;;;;
3RD/REVERSE 11
th 40 (90)
3 3 49
1
1
CENTER LUBE
OVERRUN CLUTCH
1
RELEASE
2 1 1
REVERSE
LUBE
;; ;;
2
;;;;
30 30
ER
3RD/REV
43 43
CENT
2
DRIVE
45
47
30
29
14 47 47 29 40
14
;;;;
29 45 14
3 2 19 30 3
47
45
47 43 19 43
ER 47 3
COOLER
COOL
43 2 40
30 14 2
;;;;
CENTER LUBE 40
14 3
2ND CL
2ND CL
3 2 19 43 43 2
;;
30 40 3 2 19 43 14
ACCUM ACCUMULATOR
CENTER LUBE
PIPE CONNECTOR
ACCUM
#10 #1 #8
ACCUMULATOR HOUSING (51) EX
(90) 2ND ACCUM
3RD CL FD
ACCUM
3RD ACCUMULATOR
ACCUM
4TH CL
ACCUMULATOR
4TH
ACCUMULATOR
FBA
1 2d 44a
3RD CL
42
4TH CL
2 44
#6 #5 #10 #8 #3 #2 #3
PRND43
42c
CENTER LUBE 1 23 47 47
47
REAR BAND APPLY
41 41a 42d 32
FILTER 38
33a
26c
26f
26
26j
ORIFICE
26d
26e
16b
33b
16a 2
26i
(75)
ORIFICE
2ND CLUTCH
39 39d
4TH CLUTCH
CUP PLUG 14 47
14d
34a
31a
16a
41a
37b
37e
34b
FBA 31d
26g
26h
35a
28a
14c
34c
33c
37f
8 9 10 11 12 47 42
17a
13 14 41
CUP PLUG (237) 47 16 39 47 28
38
38
32
32
37c
37d
34
34
31c
31b
28
28
41
MANUAL 2-1
43e
#4 5c 47
FRONT LUBE
16 47
(208) EX EX LOW & REVERSE 39e
CASE (7)
14
20e 2b 5b 37 47
(5560) BAND SERVO 20 2 5 14a 20f 20a 47
D 21
D 21
D 21
PRN
14
5 43d 34 47
CO (6174) 14 22 22a 43c 22b 26 17
20 2 43a 20b 47 47
NV 4TH CL FD 36a 43 22 14b 43b 13 27 32 47
LIM TORQUE SIG 4TH CLUTCH 20 19 42 19 43
7 43 19a 43e
IT 43 (39) 14
4TH CL FD
37a 19 38
CON 43 39a/40 19b 20c/21 20d/22 30
34
REG V FD 15 1 42b 16 36
4TH CL
3RD CL
19 37
CON 42 19 37a/19
V FD
EX 45a 19 44 50 39b/40 18b 4
22
19c 47 47 6 40 45 #11
TC
ACCUMULATOR 18a 45 5 2
26b
2-3 DRIVE
EX 3RD/REV 45 45b
18 2a
C
24 37 24
FILTERED 2-3 DRIVE
REV #9
43h 2 3b/4
DRIVE
EN
31a
COOLER
33 11 33c
6 12 37
33
31b 21 31
LE ACCUM 3-4 SHIFT 31 3 33b/34
AB
PRND43
43g 3 42 42a 36a 43
AB 36b
TORQUE SIGNAL
AIR 35 36
42a
#11 16 3 36 10 23a 42
C EN
L
PRN 3a
BLEED 23/24c 17
OVERRUN CLUTCH 5 (75) 5 31c 24a 34 41 18 45 23 46 5
DRIVE
(210)
FRONT BAND APPLY
AS RN 24 44 45a
C SI ACTUATOR FEED PRND4
LINE 5d 18b 22
23
LE
43 22
RE RETUE
40 34 15 47 47 47 50
TC 4TH CLUTCH FEED 34b 43f
36b
ORIFICE 40 #9 39 42
Y/ IV LUBE 40 31 40a 43g
TC
23a
PRND4
LINE
PRND4
46a/45 19
#5 26c/38 26e/32 16 45 21
3RD CLUTCH FEED 30 31d 34c 43h
PRESSURE REG
22b
(236) 24 19
45
EX
47
2-3 SIGNAL
30
EX
EX
FR #6 6 9
PUMP ASSEMBLY (4) 21
AB
26 26 22
D21
RBA
2-3 SIGNAL 17
D 21
26d/38
REV
20
1-2 SIGNAL
5 43 23 22
EX
LINE 43
LE
2-3 SOL 28
(39)
REG CONV FD
TCC SIGNAL
14 2
CONV CLUTCH SHIFT
EX EX
LINE
43
18
49
47 26j/28
TCC SIGNAL
12
14
4 14 26i/28
CONV FD FILTERED 2-3 DRIVE 2-3 SIGNAL
TCC SIGNAL
22 20d 37 (302) 16
PRN
24 43 19 41 47
REL 45
EX
FBA
38a
32
(323) 47
COOLER 3a OFF (317)
43b REV 18
H
47 47
LINE
33
ACTR FD
LINE
REVERSE
REV
43c
2-3 SIG
3-
REGULATED APPLY
APP/RET
BOOST
3
4
2-3 DRIVE CC
A
3b 4
20 #7
REG APPLY 44
FILT ACTR FD
44
ACTR FD
1-2 SIGNAL
LINE 2c 21 20c M 2 42 2
EX
13 (90) 42
)8(
TORQUE SIGNAL 1-2 SOL ACCUMULATOR CASE (7)
35
14a
PUMP REVERSE (Case Side)
PRND43
ACTR FD
TCC SIGNAL
O
BODY
1-2 SHIFT VALVE EX HOUSING (51) (Control Valve Body Side) 41
V
PRESSURE RR 12 41 42
(203) 39
TORQUE SIG
14b FILTER 39
DRIVE
CONTROL N.O. ON U 41 41
N
(302) 42
TORQUE SIGNAL LINE
2b SOLENOID 39 41
REV 1-2 SIGNAL 16
FILTERED ACTR FD
VALVE (320) 16
37
PRN
EX
39
D 21
16
ACTUATOR FEED
ACTR FD
5c 20
LINE
ACTUATOR FD
5
FILTERED ACTR FD
20 5 5
EX
V
EX
TCC SIGNAL
DRIVE
RU
DRIVE N 22 43 22 43 20 22 43 43
5
D2
20b CL 14 43 14 5 20
REGULATED APPLY MANUAL VALVE U 43 43 22
CASE (7)
TC 43 43 43
21
H 20 20
19 21 22
REVERSE
19d 24
19
PRND43
LINE
42 42
LO
PRND4
PRND4
REVERSE
OIL COOLER 39 39
D321
39
TCC SIGNAL
40
DRIVE
19
PIPE CONNECTOR 19
PRND43
45
3-
37 18 46
37
LUBE
(8) 18
DRIVE
2
18
LO
20f D 2 33 2
SI
2 24 2 34 19
2 31 23
PRND4
PRND43 3 33 31 23
G
4 33
1
N
36
RBA
PUMP 36 36 36
A
LUBE
REAR
20e 42 42
NOTE:
L
COVER
PIPE TFP
DRIVE
(206) REV LO 3 31
REVERSE
ALL
37 24 3 31
2d LINE #7 PRND43 37
LO
N.O. 5
RBA 25 5 45 5 6 45 24
PRND4 DRIVE 35 43 25
43
42b LO LO 34 31 34 31
40 45
40
OIL REV
30
26
34 43
26 46
34 43 - NON FUNCTIONAL HOLES
LINE
26 30
DRIVE
38
PRESSURES PAN PRND4 18a 26
26 HAVE BEEN REMOVED FROM
26
32
(28) DRIVE
SUCTION
ACTUATOR FEED
26
INTAKE & DECREASE (SUCTION) 17 27 17 COMPONENT DRAWINGS TO
ASSEMBLY 34 26 34
40
40
14 28
14
40a
39d
43a
19b
39e
42d
39c
42c
(31) 37
5a
14
14 26 26
SOLENOID SIGNAL "ON" (24) GASKET (48) 38 32 38 32
LO
CASE (7) 47 47
HAVE CASE SIDE
ACTUATOR FEED REVERSE REVERSE GASKET (47) GASKET (48) GASKET (45) - EXHAUST FLUID NOT SHOWN
TORQUE SIGNAL DRIVE DRIVE (Accumulator Housing to Spacer Plate) (Case to Spacer Plate) (Spacer Plate to Control Valve Body)
Figure 72 Figure 73
76 FOLDOUT 77
D C